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FALL <strong>2014</strong> | <strong>VOL</strong><strong>27</strong> | <strong>NO3</strong><br />
th<br />
Anniversary Edition<br />
THE STRAIGHT GOODS | 10<br />
Vacuum Tower Asphalt Extenders<br />
OUT of THE DRIVER’S SEAT | 16<br />
The rise of AVs<br />
THE MSCR PROCEDURE | 28<br />
Improving asphalt binder testing
Cover photo:<br />
The official publication of the<br />
Ontario Hot Mix Producers Association,<br />
Asphaltopics<br />
is published three times a year.<br />
Ontario Hot Mix Producers Association<br />
365 Brunel Rd., Unit 4, Mississauga, ON, L4Z 1Z5<br />
Tel: 905.507.3707 | Fax: 905.507.3709<br />
Email: info@ohmpa.org | Website: www.ohmpa.org<br />
Publications Mail Agreement #40011181<br />
Advertising Sales<br />
Representative<br />
Editor<br />
Design &<br />
Editorial Layout<br />
Patricia Abbas<br />
416.438.7609<br />
pabbas8@gmail.com<br />
Lara Henry<br />
416.638.8294<br />
larahenry@sympatico.ca<br />
pdplante.com inc.<br />
info@pdplante.com<br />
table of contents<br />
Presidential Points | 05<br />
Letters from the ED | 07<br />
Marcom Matters | 09<br />
The straight goods | 10<br />
Out of the driver’s seat | 16<br />
You’ve come a long way paver | 24<br />
MSCR procedure | 28<br />
Go green, go asphalt | 32<br />
Presidents’ retrospective | 41<br />
Asphalt cement specifications | 48<br />
Special Profile: Eddie DeToro | 52<br />
Technically Speaking | 57<br />
Environment Committee updates | 62<br />
Why OHMPA? | 64<br />
Environmental Essentials | 65<br />
The Last Word | 66<br />
Aqualoc Corporation<br />
975 Fraser Drive, Burlington, ON L7L 4X8<br />
Call: 905.599.5221 | Mark.b@aqualoc-corp.com<br />
FALL <strong>2014</strong> 3
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PRESIDENTIAL<br />
POINTS<br />
by Bentley Ehgoetz<br />
President, OHMPA<br />
Forty years later and there’s<br />
no end to the work in sight<br />
Welcome to the 40th anniversary edition of Asphaltopics!<br />
To say the past year has been a busy one would be a<br />
major understatement. From the early days of January<br />
through to the last few possible paving days of fall,<br />
OHMPA has been hard at work representing the best<br />
interests of the asphalt industry. That task seemed to<br />
be an especially challenging one on the heels of a brutal<br />
winter season and a spring filled with what we felt was<br />
a lot of speculation and innuendo unfairly directed at<br />
our members.<br />
By the time we got to the start of the busy paving season,<br />
there was little doubt about it; our industry was coming<br />
under some considerable attack and a few were beginning<br />
to question the quality of the product we’ve proudly stood<br />
behind as an association for four decades.<br />
For OHMPA, having our municipal and provincial<br />
stakeholders start to question the integrity of asphalt<br />
pavements is simply not an option. The ripple effects of<br />
any such doubts have the potential to be tremendously<br />
damaging to each and every one of our members. And<br />
so, in the face of questions and concerns, we do what<br />
we do best – we closely examine the issues, we make<br />
determinations about their cause, and we try to find<br />
solutions that make sense. Unfortunately, as is often<br />
the case, that’s much easier said than done.<br />
Rest assured, OHMPA is committed to working in close<br />
collaboration with our municipal and provincial partners<br />
to ensure there is a healthy exchange of information. At<br />
the same time, we remain firm in our resolve that major<br />
decisions on specifications need to be based on good<br />
science using sound technical approaches. To that end,<br />
over the coming weeks and months a newly formed<br />
committee will be looking at all of the issues that affect<br />
the quality of asphalt pavements. We anticipate the work<br />
of this group will lead to many excellent recommendations<br />
for both industry and road owners. We’ll keep you<br />
updated on their work.<br />
At this year’s Fall Asphalt Seminar in Niagara Falls, we’ll<br />
have two keynote speakers. Gerry Huber, an associate<br />
director of research at Heritage Research Group, will<br />
speak to the hot-button issue of re-refined engine oil<br />
and the research that’s being done by the Federal<br />
Highway Administration (FHWA), Asphalt Institute and<br />
the asphalt industry at-large to address the use of this<br />
material in asphalt pavements. In addition, John D’Angelo,<br />
who worked for <strong>27</strong> years with the FHWA and now runs<br />
his own consulting firm, will be updating attendees on<br />
the development of the Multiple Stress Creep Recover<br />
test which is replacing the current AASHTO M320 test<br />
procedure in the US and is also the basis for the MGAC<br />
specification (Multiple Stress Creep Recovery Graded<br />
Asphalt Cement) proposed by OHMPA in the spring<br />
and introduced during our Road Tour.<br />
Each year, thousands of kilometers of Ontario roads are<br />
paved and remediated. The vast majority of these roads<br />
are smooth, durable and will last many years. Despite the<br />
occasional negative blow, we should remember that our<br />
members work very hard to produce a quality product and<br />
do good work that benefits every single person living in<br />
this wonderful province of ours.<br />
Here’s to the next 40 years of excellence in asphalt<br />
pavements.<br />
Bentley Ehgoetz is the president of OHMPA for <strong>2014</strong><br />
and Director of Operations of Lavis Contracting Co. Ltd.<br />
FALL <strong>2014</strong> 5
Congratulations on 40 years<br />
of commitment to the industry.<br />
The Asphalt Institute is proud of the OHMPA partnership and the<br />
joint engineer support for its members. Here’s to 40 more!<br />
asphaltinstitute.org
LETTERS<br />
FROM THE ED<br />
by Doug Duke<br />
Executive Director, OHMPA<br />
A special tribute to those<br />
who make it happen<br />
As we approach the end of <strong>2014</strong>, it occurs to me that we<br />
haven’t had much time to pause and soak in the celebratory<br />
milestone that is OHMPA’s 40th anniversary. Twelve months<br />
ago, we might have predicted a different reality.<br />
At that time, we were thinking about ways to improve the<br />
profile and value of each of our events, polish up the look<br />
and feel of Asphaltopics, our in-house publication, and<br />
offer up a truly interactive and responsive new website.<br />
To be sure, I believe we managed to do all of those things<br />
this year.<br />
But with OHMPA’s celebration of four decades of<br />
promoting excellence in asphalt pavements, there<br />
has also come many challenges.<br />
Right out of the proverbial gate, one of the worst winters in<br />
memory wreaked havoc on the province’s roads, especially<br />
those in heavily trafficked urban centres, leading to a<br />
lot of unanticipated negative press and misinformation<br />
surrounding potholes. OHMPA was forced to go on the<br />
defensive, responding to media calls to ensure people<br />
understood what was really going on with our roads.<br />
Meanwhile, there was a sort of upheaval at the homefront<br />
as OHMPA’s staff started to turn over. Some opted for<br />
new opportunities, some hung up their gloves, and<br />
some started families. While it seems a somewhat foggy<br />
memory now, there were moments during the front half<br />
of <strong>2014</strong> when the association operated with less than half<br />
its normal complement of staff. In a matter of months,<br />
I went from being the new guy to being the seasoned<br />
vet. It was a strange and oft-times difficult period.<br />
I’m only just coming up on my own two-year anniversary<br />
here at OHMPA. To say the very least, it’s been an<br />
interesting ride. Along the way, I’ve met some fascinating<br />
people, learned a whole lot about the wonderful world<br />
of asphalt, and even managed to get out and put my<br />
‘boots on the ground’ to see what the industry looks like<br />
firsthand from a plant perspective and out on the road.<br />
This is an association that should be very proud of what it<br />
has accomplished over its 40 year history. Thanks in large<br />
measure to the hard work and dedication of a long list<br />
of volunteers, OHMPA enjoys a reputation for doing<br />
good work in careful collaboration with a myriad<br />
of stakeholders. It has done this under the careful<br />
guidance of 36 presidents and countless board and<br />
committee volunteers.<br />
Many of those people have ‘returned’ so to speak to<br />
help us with this special 40th anniversary edition of<br />
Asphaltopics. To them, we say thank you; not only<br />
for their willingness to help us out with some memories<br />
from the past, but also for their leadership and vision<br />
which has quite literally brought OHMPA to where it<br />
stands today.<br />
And I’d be remiss if I didn’t take a moment to thank those<br />
people who made it easier for ME over the past several<br />
months as we navigated this ship through some pretty<br />
choppy waters. To OHMPA’s terrific staff – Sandy Brown,<br />
Abigail Wright Pereira, Melinda Magee, Princess Buni and<br />
Donovan Woods – thank you for all you do, often without<br />
recognition, to ensure OHMPA’s continued success.<br />
FALL <strong>2014</strong> 7
WE KNOW THE ROAD.<br />
WE’VE BEEN ON IT FOR 100 YEARS.<br />
At Aecon, our road to success has been a century long. We know about seamless<br />
road and bridge construction, the importance of exceptional raw materials and<br />
proven performance value of “just the right” asphalt hot mix.<br />
Superhighways and super structures require superior expertise.<br />
8 OHMPA | ASPHALTOPICS
MARCOM<br />
MATTERS<br />
by Abigail Wright Pereira<br />
Marketing and Communications Director, OHMPA<br />
The Big 4-0<br />
The Philadelphia Flyers had won the Stanley Cup, a gallon<br />
of gas cost 55 cents, bell-bottoms were in, President<br />
Nixon was out, and a meeting of a small group of<br />
Ontario’s asphalt producers at Toronto’s Constellation<br />
Hotel would form what would become known as the<br />
Ontario Hot Mix Producers Association. The year was<br />
1974. One thing OHMPA and I have in common is that<br />
we both got our start that year.<br />
Those of us who have been around since 1974 or before<br />
have all heard the clichés that go with the milestone<br />
birthday – “Forty, now you’re like a vintage wine,”<br />
“Look who’s over the hill,” and so on.<br />
Unlike any anniversary before it<br />
that ends with a zero, 40 signifies<br />
the transition from youth to middle<br />
age or maturity. I believe this is not<br />
a time to bemoan aging, but rather<br />
is a cause for celebration.<br />
The forty-year mark held as much<br />
significance in ancient times as it<br />
does today. In both Jewish and<br />
Muslim cultures a person wasn’t<br />
considered fully mature until the<br />
age of 40. In addition, forty years was a time period<br />
designated to fulfill promises and oaths. According<br />
to the Bible, Moses was 40 years old when he led the<br />
Israelites out of Egypt, and they had to wait another<br />
40 years to get to the “Promised Land.”<br />
In some ways, the same applies to OHMPA. The<br />
association began as a few asphalt producers who<br />
set out to change the industry for the better. OHMPA’s<br />
efforts over the past four decades have brought forth<br />
several pivotal improvements including standardized<br />
testing in all asphalt labs, the MTO asphalt cement price<br />
index, and the Environmental Practices Guide, to name<br />
a few. OHMPA has grown into some big shoes as it enters<br />
its fourth decade as a fully staffed, internationally known<br />
and respected association. Now fitting into those big<br />
shoes, OHMPA is ready to take on bigger challenges<br />
and opportunities that the future holds.<br />
This decade has also unfolded as an exciting chapter<br />
in my own life. A few weeks shy of my fortieth birthday,<br />
I gave birth to my first child, Elijah. When he was four<br />
weeks old, I fell into a fire pit at<br />
a camp ground and broke my arm.<br />
I wouldn’t advise anyone to break<br />
a limb after childbirth. However,<br />
after 40 years of life’s ups and<br />
downs, I’m certain I am handling<br />
it better than I would have 10 years<br />
ago. As I sit here pecking out this<br />
column with a brace on my right<br />
arm that looks like something<br />
out of RoboCop and listen to my<br />
son being entertained by Little<br />
Richard’s rendition of Tutti Frutti, I know that the best<br />
is yet to come, and the same holds true for OHMPA.<br />
Cheers to the big 4-0!<br />
Abigail Wright Pereira is currently on maternity leave<br />
from her position as Marketing and Communications<br />
Director for OHMPA.<br />
FALL <strong>2014</strong> 9
THE<br />
STRAIGHT<br />
GOODS<br />
10 OHMPA | ASPHALTOPICS
In the last six months, the use of VTAE<br />
has become a very hot topic and there<br />
is a lot of poor information circulating<br />
in the industry. – Gerald Huber<br />
on Vacuum Tower<br />
Asphalt Extenders<br />
in Asphalt Cement<br />
by Lisa Fattori<br />
FALL <strong>2014</strong> 11
For approximately 30 years, Vacuum Tower<br />
Asphalt Extenders (VTAEs) have been blended<br />
as part of asphalt binders and, until recently,<br />
no adverse effects on pavement performance<br />
have been reported. Also known as Re-fined<br />
Vacuum Tower Bottoms (RVTBs), Re-fined<br />
Engine Oil Bottoms (REOB), Waste Engine<br />
Oil Residue (WEOR), and asphalt flux, the<br />
asphalt additive has recently come under fire. Some<br />
research has suggested that binders have been mixed<br />
with 15% to 30% VTAE, while the industry standard<br />
is generally to incorporate less than 10% of VTAE.<br />
Conflicting research has led to confusion and misinformation<br />
about the use of this additive in HMA mixes<br />
and the performance in the field.<br />
“In the last six months, the use of VTAE has become<br />
a very hot topic and there is a lot of poor information<br />
circulating in the industry,” says Gerald Huber, Associate<br />
Director of Research for Heritage Research Group in<br />
Indianapolis. “There’s an impression that used motor<br />
oil is being poured into mixes, and that it’s a waste<br />
product, which isn’t accurate. Some researchers are<br />
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conducting tests and saying that it performs fine; while<br />
others are doing non-standard tests and saying that the<br />
additive creates problems. A lot of rumours are flying<br />
around, with many people not really knowing that VTAE is.”<br />
VTAE is what remains from the distillation of used<br />
motor oil. The used oil is recycled at refineries, where<br />
it undergoes a multiple-stage distillation process to<br />
return the material to a base oil. VTAE, a co-product<br />
of the refining process, is a thick hydrocarbon substance<br />
with properties that have been shown to improve the<br />
performance of asphalt binder. VTAE contains iron and<br />
other metals from a vehicle’s engine. The material also<br />
contains phosphorous and zinc from viscosity enhancers<br />
and anti-friction polymers, which are present in the engine<br />
oil. Elevated levels of zinc in an asphalt binder, which<br />
do not occur naturally in crude oil, is used as one of the<br />
markers to reveal that VTAE is present.<br />
In response to conflicting research results on VTAE,<br />
Heritage Research Group conducted a study for the<br />
Illinois Department of Transportation last spring and<br />
presented a paper on the research at CTAA in November.<br />
The study compared the properties of a Superpave<br />
binder grade of PG 58-28 that was<br />
formulated with nine per cent of<br />
VTAE, as well as another PG 58-28<br />
formulated without VTAE. A thorough<br />
set of binder testing, including<br />
Superpave PG Binder Testing, X-Ray<br />
Fluorescence, Polycyclic Aromatic<br />
Compound (PAC) content, gel<br />
permeation chromatography (GPC)<br />
and thermogravimetric analysis (TGA)<br />
was performed to compare the effects<br />
of blending VTAE on binder grading,<br />
chemical composition, environmental<br />
impact, and compatibility of VTAE<br />
with asphalt binder.<br />
A second portion of the study,<br />
comparing the mixture performance<br />
of HMA both with neat PG 58-28 and<br />
PG 58-28 containing VTAE, provided<br />
volumetric analysis and examined<br />
resistance to moisture damage,<br />
resistance to rutting, mixture stiffness<br />
and fatigue resistance. The mixtures<br />
also underwent an environmental<br />
assessment using leachate testing.<br />
The results of the study show that<br />
asphalt binders, with and without<br />
VTAE, age at a similar rate and ››
“Our study indicated that there isn’t any rapid hardening<br />
in the asphalt binder or mix with VTAE and ... no cancer<br />
causing materials.” – Gerald Huber<br />
“The key thing we need is a national forum to show<br />
data and make recommendations to the standard<br />
setting agencies.” – Gerald Huber<br />
FALL <strong>2014</strong> 13
that there was no real<br />
difference in the thermal<br />
stability of the asphalt binders.<br />
The VTAE asphalt mixture had<br />
better resistance to fatigue.<br />
Also, compared to the asphalt<br />
mixture without VTAE, the<br />
mixture containing VTAE was<br />
less susceptible to moisture<br />
damage. Both mixtures<br />
showed the same resistance<br />
to rutting. The study also<br />
concluded that there was<br />
no significant difference in<br />
PAC levels between the VTAE<br />
blended binder and the neat<br />
asphalts, and that the addition<br />
of VTAE to asphalt binders<br />
does not pose any additional<br />
environmental or health issues.<br />
“Our study indicated that<br />
there isn’t any rapid hardening<br />
in the asphalt binder or mix<br />
with VTAE and when we<br />
evaluated the chemistry, the<br />
data clearly shows that there<br />
are no cancer causing materials in the VTAE,” Huber says.<br />
“We are confident that we took an unbiased approach in<br />
our experiments. Some people are looking at five to seven<br />
year old field projects, with test sections containing VTAE<br />
that show cracking. They are assuming that the VTAE has<br />
caused it to crack, but there are multiple reasons for why<br />
this might be happening and many have nothing to do<br />
with the asphalt binder.”<br />
“In my view, this issue underlines the role of national peer<br />
groups as a place for presenting data and having debate,”<br />
continues Huber. “The FHWA Expert Task Groups (ETGs)<br />
on asphalt binder and on asphalt mixture are a forum<br />
where research can be presented and debate can occur<br />
among peers to determine if, or what, specifications<br />
should address the use of VTAE.”<br />
For practicing engineers, the conflicting reports<br />
presented by researchers can be confusing and the<br />
answer to whether VTAE should be used, in what amounts,<br />
and under what conditions is unknown. The instinctive<br />
reaction of agencies is to ban VTAE as the safe thing to<br />
do. According to Huber, that decision is not technically<br />
sound. That’s the role of the ETGs and, ultimately, a<br />
conference should be used to disseminate information.<br />
14 OHMPA | ASPHALTOPICS<br />
“In many ways the current<br />
issue of VTAE mirrors the<br />
issue of PPA as an asphalt<br />
binder modifier that<br />
occurred a decade ago,”<br />
Huber says. “As a result<br />
of ETG activities, the<br />
FHWA published a best<br />
practices document and<br />
the Asphalt Institute held<br />
a conference. Today, PPA<br />
is an accepted asphalt<br />
binder modifier. That’s<br />
what is needed for VTAE.”<br />
Greater clarification and<br />
understanding is needed<br />
to instill confidence<br />
about the use of VTAE.<br />
In June, <strong>2014</strong>, The New<br />
Hampshire Department of<br />
Transportation (NHDOT)<br />
issued a ban on VTAE,<br />
requiring all suppliers of<br />
PG binder to certify that<br />
the PG binder supplied<br />
for use on Department<br />
projects “does not contain refined engine oil bottoms,<br />
also known as waste engine oil.” The ban followed<br />
discussions between NHDOT and the other five New<br />
England state transportation agencies about the potential<br />
impacts of VTAE in PG asphalt binder, and became<br />
effective August 1, <strong>2014</strong>.<br />
The potential for a widespread ban on VTAE is particularly<br />
concerning to re-refiners who supply VTAE to the asphalt<br />
industry. The threat to markets for used oil derived<br />
products has prompted various groups to address<br />
the issue, including NORA (National Oil Recyclers<br />
Association), an association of responsible recyclers<br />
who has been very vocal in defending the reputation<br />
of the product. NORA represents 400 companies who<br />
collect and recycle over a billion gallons of used oil and<br />
related materials each year. Over the last 30 years, it is<br />
estimated that more than a billion gallons of VTAE has<br />
been used effectively as an ingredient in asphalt paving.<br />
“This issue came on our radar in June of this year and<br />
we’ve had meetings with the Asphalt Institute and NAPA,”<br />
says Scott Parker, Executive Director of NORA. “We want<br />
to debunk the notion that VTAE is an inferior product.<br />
I don’t think a product that has been used for 30 years<br />
is low quality and, in fact, our members report that many<br />
asphalt paving companies value this material as a
preferred additive. We have to<br />
protect and defend the right of<br />
these companies to use VTAE.”<br />
NORA credits some of the misunderstanding<br />
about VTAE to the multiple<br />
names used to describe the product,<br />
some of which carry connotations of<br />
used oil being poured into asphalt<br />
cement. The Association recently<br />
coined the term VTAE as a new<br />
reference to be used industry-wide.<br />
The Association is also in the process<br />
of developing the first specification for<br />
VTAE, which will give operators greater<br />
confidence about the composition of<br />
the material that they are purchasing.<br />
new industry standards to provide greater assurances about the effect<br />
of VTAE on pavement performance.<br />
“The key thing we need is a national forum to show data and make<br />
recommendations to the standard setting agencies,” Huber says. “The<br />
role of expert task groups – Binder ETG and Mix ETG – is to help define<br />
standards and specifications that are based upon a collective opinion.”<br />
Lisa Fattori is a freelance writer, specializing in the construction industry.<br />
“We brought together all of our VTAE<br />
producers in the U.S., and some in<br />
Canada, to create a standardized term,<br />
and we came up with this definition,”<br />
Parker says. “Part of the problem was<br />
calling the product by so many names<br />
and we’ve fixed that. Our second<br />
objective is to develop a specification<br />
by NORA, which we will then present<br />
to ASTM to have the specification<br />
become standard.”<br />
Bans on the use of VTAE not only<br />
negatively impact the bottom line of<br />
re-refiners, but also compromise the<br />
environmental benefits of recycling<br />
used motor oil to create the product.<br />
“If the markets are damaged because<br />
of irrational regulations, that affects<br />
the economies that drive the collection<br />
of used motor oil,” Parker says. “If the<br />
value of recycled products decreases,<br />
then there will be reduced collection<br />
of the material. The used oil will be<br />
disposed of, which would be very<br />
harmful to the environment.”<br />
In the U.S., the FHWA Turner Fairbanks<br />
labs recently tested more than 1,000<br />
asphalt samples from various parts of<br />
the U.S., and found that approximately<br />
20 per cent of the samples contained<br />
VTAEs. More widespread use of the<br />
product as an additive to binders will<br />
require continued testing, the dissemination<br />
of accurate information, and<br />
FALL <strong>2014</strong> 15
16 OHMPA | ASPHALTOPICS
Out of the<br />
driver’s seat:<br />
How driverless cars are<br />
changing the automotive<br />
landscape<br />
by Lisa Fattori<br />
As car manufacturers race to design the first generation of driverless cars<br />
or autonomous vehicles (AVs), related industries are anticipating the needs<br />
of tomorrow and the systems that will have to be in place to support the<br />
new driving experience. This brave new world of autonomous vehicles<br />
will quite literally put the driver in the back seat. With the first wave<br />
of AVs expected to hit the market as early as 2020 to 2025, the next few<br />
decades will deliver enormous benefits, including new economic spin-off<br />
opportunities, a greener environment and improved lifestyles.<br />
FALL <strong>2014</strong> 17
For the last 15 years, consumers have had access to<br />
cars outfitted with driver aids and safety features, such<br />
as navigation systems, blind spot detection and forward<br />
collision warning. These precursors to AVs offer a whole<br />
spectrum of connectivity, giving drivers a degree of<br />
control, but with better access to information such as<br />
real-time traffic updates. The next step is for the vehicle<br />
to take action, say, in avoiding a collision, or to travel<br />
at the appropriate speed and take the best route to<br />
maximize fuel efficiency. Cars that are connected to<br />
one another can warn following vehicles of up-coming<br />
road conditions, such as snow covered pavement or<br />
ice patches, for enhanced safety.<br />
“Everyone is fascinated with the technology and, while<br />
we’re still in a walk-before-you-can-run phase, the pace<br />
is speeding up,” says Stephen Erwin, Head, Intelligent<br />
Transportation Systems Program, Ontario Ministry of<br />
Transportation (MTO). “The vehicle is an extension of<br />
the information world with internet access to support the<br />
driver. Connected vehicles are here now and we’re starting<br />
to see subcomponents of automation. Autonomous<br />
vehicles will take the driver out of the equation with<br />
automated steering and braking systems. Ideally, we will<br />
have vehicles that are both connected and automated.”<br />
Proponents of driverless cars point out the enormous<br />
benefits of transitioning to AVs, including improved safety.<br />
Accidents caused by drinking and driving, distracted<br />
driving and aggressive driving are the direct result of<br />
human error, which will no longer be an issue in an AV<br />
dominated society. The self-driving car is aware of itself<br />
in relation to its surroundings, including its proximity to<br />
other vehicles and pedestrians, continuously sending<br />
and receiving information to avoid a collision at all costs.<br />
According to the US Department of Transportation, selfdriving<br />
cars would lower car crashes in the U.S. by 80 per<br />
cent, which would account for a significant reduction in<br />
fatalities and injuries. Safer roads will reduce the number<br />
of accident-related hospital emergencies and costs to the<br />
medical system, as well as the number of first responder<br />
emergency calls.<br />
The improved fuel efficiency and reduced vehicle<br />
emissions of AVs will enhance sustainability. With cars<br />
travelling at the same speed, in unison, there is no<br />
rubber-necking, tailgating and frequent acceleration<br />
and deceleration, which affects fuel efficiency. Vehicles<br />
will be able to synchronize their speeds to ensure that<br />
they hit only green lights along a route, and the car will<br />
take the least congested, most direct roadway to avoid<br />
any stop and go scenarios. ››<br />
The technological<br />
nerve centre of the<br />
connected vehicle<br />
where systems<br />
communicate<br />
with each other<br />
to feed the vehicle’s<br />
on-screen displays,<br />
dash board and<br />
system technologies.<br />
18 OHMPA | ASPHALTOPICS
FALL <strong>2014</strong> 19
“When you don’t have to stop for a red light for ten<br />
traffic lights down the street, your vehicle can achieve<br />
greater fuel efficiency,” says Bob Burrows, CEO of G4<br />
Apps Inc., a mobile technologies and services company<br />
based in Oakville, Ontario. “Synchronizing vehicles with<br />
traffic signals is of particular interest to commercial fleets<br />
that stand to save a lot in fuel costs. We’re currently in<br />
discussions with an Ontario city to conduct a trial using<br />
this technology.”<br />
According to G4 Apps Inc., every 100 litres of fuel saved<br />
will reduce CO 2<br />
emissions by <strong>27</strong>0 kilograms. In Europe,<br />
an automated trucking project called SARTRE tested<br />
a convoy of trucks with driverless, automated vehicles<br />
following a lead vehicle, and reported reliable fuel savings.<br />
In cars, GM has unveiled a Cadillac Super Cruise feature,<br />
which will be available in a few years. On freeways, the<br />
vehicle will automatically adjust speeds and keep the<br />
car in its lane through lane detection technology.<br />
An elaborate network of shared transportation information<br />
will enable transportation agencies to better predict<br />
traffic patterns and to design the most efficient roadways.<br />
Multiple sub-systems of smart technologies and sensors<br />
INDUSTRY NEWS<br />
SAVE THE DATE!<br />
Join us for OHMPA’s 41 st AGM<br />
on March 25 - 26, 2015.<br />
FERMAR PAVING CELEBRATES<br />
50 th ANNIVERSARY<br />
OHMPA isn’t the only one celebrating a milestone<br />
this year. On August 23, Fermar Paving Ltd. celebrated<br />
its 50th anniversary in style with a party at the company’s<br />
headquarters in Etobicoke. Hundreds showed up to offer<br />
congratulations and share in the special occasion.<br />
in vehicles will report in real-time a plethora of useful<br />
data, including road conditions and the particular details<br />
of an accident.<br />
“In a collision situation, police are collecting evidence,<br />
which can lead to extended closures,” Erwin says.<br />
“Connected vehicles will be able to report a collision<br />
immediately, which means emergency response crews are<br />
dispatched faster. Also, the vehicles already have the data<br />
to explain what happened, potentially reducing the effort<br />
and time of an on-site investigation and allowing the cars<br />
to be removed right away to get traffic moving again.”<br />
“Manufacturers are layering on the technology, giving<br />
cars the ability to adapt to fog, rain or snow faster than<br />
we could,” Erwin adds. “Algorithms are accounting for<br />
a variety of road conditions. If traction control engages<br />
on a number of cars in the same location, I can get a salter<br />
out to de-ice that area. One of the values for us in having<br />
connected vehicles is our access to a richer data set which<br />
will help us to understand what is happening on the road<br />
in order to manage traffic more effectively.”<br />
Enhanced mobility, with door-to-door transportation<br />
options for the elderly, youth and people with disabilities<br />
who are unable to drive, will improve the quality of life<br />
for many. Shared vehicle services, such as Zipcar, are<br />
already popular among urbanites who see no need to<br />
own a vehicle. This model is a good fit with the driverless<br />
car era. Along with individual car ownership, public<br />
transportation could take a back seat to AVs, which<br />
offer greater flexibility and efficiency. Unlike private<br />
vehicles that sit in a parking lot for the duration of a<br />
work day or bus and subway services that operate with<br />
only a handful of passengers, fleets of AVs will maintain<br />
full schedules, picking up and dropping off passengers<br />
continuously, which is a more efficient use of fuel and<br />
better for the environment.<br />
Road design and pavement specifications are expected<br />
to modify to accommodate the changing landscape<br />
brought about by self-driving cars. If people no longer<br />
own their own vehicles, it’s conceivable that homes will<br />
not have driveways, and that there will be no need for<br />
parking lots and designated street parking in urban<br />
centres. Without the risk of collisions, cars will be smaller<br />
and more lightweight, which will affect pavement designs.<br />
Roadways could be divided into specified lanes, for<br />
manually driven cars, semi-automated cars and AVs,<br />
and trucks; each with their own geometric and pavement<br />
design specifications. Pavement markings might no longer<br />
be necessary and there will be a greater number of more<br />
compact lanes due to smaller sized cars. ››<br />
20 OHMPA | ASPHALTOPICS
FALL <strong>2014</strong> 21
An all-Canadian connected car is unveiled in Windsor<br />
“AVs will help reduce congestion in urban areas where<br />
there is no room for additional roads,” Burrows says.<br />
“We’ll have less pavement, but more technology in the<br />
pavement such as electric charging stations built into the<br />
roads for electric vehicles. There will be a mixed fleet of<br />
cars, so I can’t see anyone doing away with barriers or<br />
rumble strips on roads, and I don’t see a big change<br />
in interurban roadways.”<br />
While connected car technology has grown by leaps and<br />
bounds, and will continue to do so in the next five years,<br />
the regulatory parameters governing AVs on the roadway<br />
are still not fully in place. Issues surrounding liability and<br />
auto insurance and who is responsible in the event of a<br />
sensor malfunction continue to be debated. With the onus<br />
removed from the driver of an AV, does liability rest with<br />
the car manufacturer, the producers of the sub-systems,<br />
transportation agencies, or all parties involved?<br />
Pilot projects to test AVs in real life settings are helping<br />
to shape the practical application of self-driving cars and<br />
the legal boundaries necessary for their integration. Major<br />
automakers, including Mercedes-Benz, GM, Ford, Nissan,<br />
Toyota, Audi and Volvo, all have working prototypes of<br />
self-driving cars and tests are being carried out in Europe,<br />
Japan and China. In the U.S., Nevada, Florida, California<br />
and Michigan have also passed laws permitting the testing<br />
of AVs on public roads.<br />
“You can’t reproduce a number of conditions that a car can<br />
face, so you need to test the AVs in real traffic scenarios,”<br />
Erwin says. “That means defining the conditions that would<br />
allow manufacturers to test their AVs. Liability and insurance<br />
are a big part of this. Jurisdictions want to ensure that<br />
automated systems are safe.”<br />
In December, 2013, MTO issued a proposal for a pilot<br />
project to test AVs, with a deadline for comments and<br />
submissions by February 24, <strong>2014</strong>. In its proposal, the<br />
Ministry acknowledges that the pilot project “is a first<br />
for Canada and provides an excellent opportunity to<br />
showcase Ontario as a leader in technology development<br />
with the potential to attract new business opportunities.”<br />
The five-year pilot project provides a similar framework<br />
for testing as in U.S. jurisdictions, including limiting testing<br />
to specific roads, and ensuring that the driver is capable<br />
of taking over immediate manual control. The Ministry is<br />
currently considering the feedback submitted and is in<br />
ongoing discussions with industry stakeholders before<br />
formulating policy for the project.<br />
22 OHMPA | ASPHALTOPICS
“This project tells the Ontario story in its entirety<br />
with a Lexus that was built in the province and<br />
technology by Ontario companies.” Flavio Volpe<br />
Given Ontario’s proficiency in the Information and<br />
Communications Technology (ICT) sector, as well as<br />
in automotive parts and vehicle manufacturing, the<br />
province is well positioned to be a world leader in the<br />
AV space. In June, an all-Canadian connected car was<br />
unveiled at the Automotive Parts Manufacturers’ Association<br />
of Canada (APMA) annual conference in Windsor. The<br />
APMA Connected Vehicle Working Group is a partnership<br />
between the Association and Ontario Centres of<br />
Excellence, and showcases connected vehicle technologies<br />
developed by 13 Canadian companies. The vehicle is a<br />
<strong>2014</strong> Lexus RX 350, which was donated by Toyota Canada.<br />
The cross-sector collaboration has produced a vehicle<br />
that has hand gesture recognition technology; an alcohol<br />
testing device; a controlled ambient lighting system;<br />
a wireless charging system for smart devices; and a<br />
platform that delivers environmental data to drivers in<br />
real-time. The project demonstrates the expertise of<br />
Canadian companies in a number of disciplines – computing<br />
software and hardware, communications technologies and<br />
the auto sector – and the business opportunities that can<br />
be gained by being at the forefront of the AV market.<br />
“This project tells the Ontario story in its entirety, with<br />
a Lexus that was built in the province and technology<br />
by Ontario companies,” says Flavio Volpe, President<br />
of APMA. “It is the first time that these technologies<br />
have been integrated in such a manner and the project<br />
demonstrates this country’s collective capabilities in<br />
developing leading edge technologies for connected<br />
vehicles.”<br />
FALL <strong>2014</strong> 23
Ladies on a paver. Undated photo from private collection<br />
You’ve come<br />
pa<br />
by Steve Pecar<br />
Original concepts<br />
pave the way for<br />
new innovations<br />
American military laying down asphalt at airport (US Navy Museum)<br />
Vintage compactor (National Asphalt Pavement Association)<br />
Asphalt worker 1950s<br />
24 OHMPA | ASPHALTOPICS<br />
While the roots of paving stretch back even further, the<br />
first asphalt system appeared on the scene in the late<br />
1920s to early 1930s when the Chicago Testing Laboratory<br />
approached the Barber Greene Company for a redesign<br />
of their material loaders. Although the partnership didn’t<br />
take off, Barber Greene kept the project alive.<br />
After first developing a system based on one used for<br />
traditional concrete paving, the company found that<br />
asphalt needed its own method of delivery. Their<br />
engineers, designers and Barber himself went back<br />
to the drawing board. By 1933 they had their answer.<br />
What they came up with (to coin a phrase) paved the<br />
way for asphalt to become the most effective material<br />
for building roads and highways across North America.<br />
The machine they introduced, the Model 79, was<br />
certainly innovative, but also well enough conceived<br />
that the original concept is still the basis of all paving<br />
machines. Self-propelled, the laydown machine could be<br />
loaded with material which was carried along conveyors<br />
to the screed. It used a floating screed with a tamper bar<br />
that not only allowed for a uniform thickness, but also<br />
a consistent density.<br />
Of course, there has been more to it than that. From the<br />
pick and shovel to the sophisticated plants, the evolution<br />
of the use of hot mix asphalt has been at times technical,<br />
quirky, lucky, and scientific, yet always innovative as the<br />
industry toys and tinkers with improvements to get to<br />
where they are ultimately going.<br />
John Loughnan spent 57 years in the industry at various<br />
workplaces and with numerous job titles. Recently retired<br />
from Miller Paving Limited and a past president of OHMPA,<br />
Loughnan has viewed the industry from several different<br />
vantage points. With a background that includes Ontario’s
a long<br />
ver<br />
way<br />
Ministry of Transportation, Cedarapids Asphalt Equipment<br />
dealer for Blackwood Hodge, and Miller Paving, he has a<br />
unique perspective.<br />
“I’ve seen quite a bit over the years. A lot has changed, but<br />
many of the basic concepts are the same,” he says. He adds<br />
that advances in the production process have been key to<br />
moving the industry forward, as have the pollution controls<br />
that are now in place. The introduction of RAP at higher<br />
percentage and the addition to the plants of hot mix<br />
surge/storage silos has improved the process.<br />
The first fuel used was heavy bunker oil; from there we<br />
moved to light fuel oil and natural gas, and now include<br />
propane and butane. Originally, the exhaust from the plants<br />
was released directly into the atmosphere. The introduction<br />
of cleaner burning fuels was followed with washer/<br />
scrubbers and fabric filter baghouses to satisfy stringent<br />
environmental controls which also included recirculating<br />
gases to the burner.<br />
Loughnan goes on to explain that back in the 1950s the<br />
pace was a lot slower and that a paving company employed<br />
more people than used today. More attention to detail was<br />
required with all the handwork.<br />
“You couldn’t do as much with that older equipment and<br />
lot of workers were necessary,” Loughnan says. Despite the<br />
equipment used 60 years ago, he’s quick to point out that<br />
the workmanship was at a high level. “Workers just had<br />
a different skill set back then, often using whatever tools<br />
they had.”<br />
Loughnan says paving equipment has evolved to keep up<br />
with the demands of the industry such as new materials,<br />
bigger projects and worker safety. Varying specifications<br />
also call for more versatility. He believes that one of the<br />
best advancements was the introduction of the vibratory<br />
steel roller which replaced three-wheeled static tired<br />
steel rollers. This allowed contractors to achieve<br />
desired compaction.<br />
“With the vibratory roller you could always achieve the<br />
desired compaction which made roads last longer and<br />
helped contractors enjoy performance bonuses by ››<br />
1970s crew roll out material (The Asphalt Institute)<br />
1955 crane loading at hot mix plant<br />
(National Asphalt Pavement Association)<br />
1960 paver doing road work (National Asphalt Pavement Association)<br />
Cleaning out<br />
the truck box
26 OHMPA | ASPHALTOPICS<br />
HMA plant from the 1970s (Gencor)<br />
Milling machine from the 1970s<br />
getting the desired specified results,” he says. Loughnan<br />
says rubber rollers can now be equipped with propane<br />
heaters on the tires to lessen pickup on cooler days.<br />
Other key advancements for paving, according to<br />
Loughnan, include the hydraulically extendable screeds<br />
that were introduced in the 1970s to replace the old bolt-on<br />
extensions to the paver screed. This allowed for paving up<br />
to 24-feet in width and minimized the handwork required<br />
on variable width lanes and tapers.<br />
According to Doug Woods from Cope Construction and<br />
Contracting Inc., it’s the little things have led to innovation<br />
on the job. He says when he first started in the industry,<br />
diesel oil was used to coat the truck boxes and help the<br />
hot mix to slide out.<br />
“The old trucks weren’t made to specifically deal with the<br />
asphalt industry,” he says. “They had old steel boxes that<br />
were banged up with a lot of dents. To keep their truck<br />
boxes clean, the drivers had to climb into the truck box<br />
and brush on diesel fuel with the misconstrued concept<br />
that more would be better. Often there would be puddles<br />
of diesel fuel on the floor of the truck.<br />
In retrospect, he says, it was a bad process as the diesel<br />
oil would get mixed in with the hot mix asphalt and that<br />
would have affected the final product. “We didn’t have<br />
much choice back then though,” he continues. “If we<br />
didn’t use it there would be too much asphalt left stuck<br />
in the box.”<br />
Woods says the introduction of asphalt-friendly sprays,<br />
and trucks designed for the material, make that task<br />
easier, more efficient, and better for the pavement. As<br />
for advancements in paving, Woods believes the electronic<br />
controls on the equipment have been the biggest leaps<br />
in technology.<br />
“The controls on spreaders have improved the industry,”<br />
Woods says. “In the past, workers used to have to match<br />
curves visually. Now you can set the controls to manage<br />
the curves and the slopes. It’s all done automatically.”<br />
However, he adds, the changes have been more of a fine<br />
tuning instead of a complete overhaul. “If a company is<br />
forced to use a backup, they can still turn to equipment<br />
that is 15 to 20 years old,” he says. “It still works the same.<br />
Not too many industries outside of asphalt can do that.”<br />
Down the road, Woods predicts an age of even more<br />
precision for paving equipment, one where GPS devices<br />
and other technology will be relied upon rather than the<br />
skill of the crew. “It’s exciting, but kind of sad at the same<br />
time,” Woods says. “At one time, a company was known<br />
for its good operators, screed men and rakers. It was the<br />
calibre of the crew that made you proud of the industry.”<br />
Still, he knows competitive demands will push paving<br />
technology further and he is excited at the prospect<br />
of what the future has in store for the industry.<br />
Steve Pecar is a Mississauga-based writer,<br />
editor and designer.
FALL <strong>2014</strong> <strong>27</strong>
Multiple Stress<br />
Creep Recovery<br />
procedure<br />
improves testing of asphalt binders<br />
MGAC project north of Guelph on Wellington Road 7<br />
28 OHMPA | ASPHALTOPICS
y Lisa Fattori<br />
in<br />
April <strong>2014</strong>, OHMPA published Ontario draft contract language for the new Multiple Stress<br />
Creep Recovery (MSCR) graded asphalt cement. The material specification replaces the Superpave<br />
Performance Graded (PG) asphalt binder specification and has been identified as MGAC (MSCR<br />
Graded Asphalt Cement) to avoid confusion. The MSCR procedure improves upon previous testing<br />
methods to provide information about both the performance and formulation of the asphalt binder<br />
through a single test. For heavy traffic areas that require elastomeric polymers in the binder,<br />
the test provides a more accurate assessment of how the asphalt cement will perform.<br />
“We’re always looking for improved tests for both<br />
high and low temperatures, and the existing test didn’t<br />
capture all of the characteristics of modified systems,”<br />
says John D’Angelo PhD., CEO of D’Angelo Consulting<br />
LLC in Washington D.C. “This test is an improvement<br />
because it looks at both modified and unmodified binders.<br />
The previous test used the same equipment, but just<br />
looked at low stress levels – small loading and movement<br />
– and didn’t capture how the AC would react under high<br />
traffic or stress levels. This test gives us a lot more detail;<br />
performance characteristics under high temperatures<br />
and if elastomers have been added to the mix.”<br />
While working at U.S. Department of Transportation’s<br />
Federal Highway Administration (FHWA), D’Angelo was<br />
part of the research team that developed the MSCR<br />
specification. The research project began in 1999,<br />
with finalized test results submitted to the American<br />
Association of State Highway and Transportation<br />
Officials (AASHTO) in 2008. AASHTO published the<br />
MSCR test procedure as a provisional specification,<br />
and conducted trials for another six years. Since 2009,<br />
the MSCR test has been available, with a number<br />
of jurisdictions developing their own methods of<br />
implementing the specifications.<br />
FALL <strong>2014</strong> 29
The MSCR test uses the creep and recovery testing<br />
method and is carried out in the Dynamic Shear<br />
Rheometer (DSR), which is the same equipment used<br />
for the existing PG specification. Unlike the PG system,<br />
however, the MSCR test measures higher levels of stress<br />
and strain through 10 cycles of creep/recovery. The test<br />
better represents what occurs in actual pavements, and<br />
captures both the stiffening effects and the delayed<br />
elastic effects of the polymer.<br />
To accommodate heavy traffic, the MSCR method<br />
tests binders at the environmental temperature that<br />
the pavement is expected to experience, and requires<br />
higher stiffness unlike the current high temperature grade<br />
bumping PG practice. Because polymers soften at high<br />
temperatures, the results can be misleading. Under the<br />
MSCR grading, the specification values for standard,<br />
heavy, very heavy or extreme traffic are changed, and<br />
the temperature remains the same at 58°C or 52°C for<br />
Ontario. The test identifies the rut resistance of both<br />
modified and non-modified binders, and verifies the<br />
presence of a polymer and the characteristics of the<br />
polymer in the binder. As such, it is no longer necessary<br />
to run additional tests, such as elastic recovery, toughness<br />
and tenacity, and/or force ductility to ascertain polymer<br />
modification of asphalt binders.<br />
“We produced several materials that had a lot of different<br />
properties, and then tested them in the lab,” D’Angelo<br />
says. “We then added them to aggregate mixtures to<br />
validate that the properties were<br />
evident in the mix. The material was<br />
applied on multiple test sections to<br />
test the asphalt binders in real road<br />
conditions, and to make sure that the<br />
results correlated back to the binder<br />
testing. The biggest challenge was<br />
identifying the true properties of the<br />
material. We found that the mixture<br />
test was not capturing the same<br />
properties as the binder test, which<br />
required further testing. You need<br />
to duplicate the results in order to<br />
validate your findings.”<br />
At the FHWA’s Accelerated Loading<br />
Facility (ALF), test sections were<br />
constructed using unmodified, airblown,<br />
SBS-modified, crumb rubbermodified<br />
and Elvaloy-modified binders.<br />
The rutting of the high temperature parameters for both<br />
PG and MSCR were compared after heating the sections<br />
to 64°C and trafficking the sections with a super-single<br />
tire loaded to 10,000 lb (4,535 kg). The study showed<br />
that the MSCR parameter did a better job correlating with<br />
rutting and could identify the rutting performance of both<br />
the modified and non-modified binders. Further testing<br />
on test sections on I-55 in Mississippi confirmed a better<br />
correlation between the MSCR parameter and rutting,<br />
when compared to the PG parameter.<br />
“MSCR testing gets you a better<br />
product in the end,” D’Angelo says.<br />
“In the U.S., there are approximately<br />
10 to 12 state highway agencies that<br />
are making the test standard. Some<br />
have used it for two to three years and<br />
others are just starting. I expect that<br />
MSCR testing will roll out and become<br />
more mainstream next year.”<br />
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30 OHMPA | ASPHALTOPICS<br />
In Ontario, the Ministry of<br />
Transportation (MTO) has specified<br />
the MSCR test to be performed on<br />
all MTO contracts since 2011. The<br />
acceptance criteria for the MSCR<br />
in these contracts was only for<br />
standard traffic, and MTO still uses<br />
high temperature grade bump-ups<br />
based on the traffic levels on a given<br />
highway. MSCR has not yet been<br />
used on any MTO contracts in place<br />
of high temperature bump-ups for
“It’s much more economical to pay a<br />
premium up front now, than to have to pay<br />
even more later for a failed pavement that<br />
has to be repaired or replaced.”<br />
– Mark Eby<br />
heavy traffic. The Ministry plans, however, to tender select<br />
contracts over the next few years to evaluate the use of<br />
the MSCR acceptance criteria in place of high temperature<br />
grade bump-ups. Other AC tests used by MTO include the<br />
Ash Content, Double Edge Notched Tension (DENT) test,<br />
and Extended Bending Beam Rheometer (ExBBR) test.<br />
Both the MTO and Ontario municipalities have had<br />
performance issues with Superpave designs in recent<br />
years, and are looking to improved specifications to<br />
extend the life of pavements and minimize costly repairs<br />
and replacements. Some municipalities have incorporated<br />
MSCR testing for select projects in their road construction<br />
programs. In the Region of Waterloo, an urban road<br />
expansion on the west side of Kitchener/Waterloo is<br />
including the MGAC specification. On a three kilometre<br />
stretch of arterial roadway, two lanes are being expanded<br />
to four lanes and the work is being completed in separate<br />
stages; the first phase of the work is being constructed<br />
with conventional paving specifications and the second<br />
phase is being constructed using the MGAC specification.<br />
The project is expected to be completed before the end<br />
of this year’s paving season.<br />
“Premature cracking has shown up in pavements that<br />
were constructed only two or three years ago,” says Gary<br />
MacDonald, Head of Transportation Rehabilitation for<br />
the Region of Waterloo. “Last winter certainly exacerbated<br />
cracking, but there are inherent performance issues. There<br />
are a number of tests out there, and we want to verify that<br />
this is the best testing method. It will likely take a number of<br />
years to conclusively assess and compare the performance<br />
of the paving that we’re completing this year.”<br />
In Wellington County, one project using the MGAC<br />
specification has been completed and another one is<br />
underway. On Wellington Road 124, for a span of five<br />
kilometres between Guelph and Eramosa, MGAC graded<br />
asphalt cement was used for an additional surface lift once<br />
base repairs were completed. Increased volumes of car<br />
and truck traffic would benefit from the addition of an<br />
elastomer in the AC, which created ideal conditions to<br />
use the MGAC specification.<br />
A second MGAC project, north of Guelph on Wellington<br />
Road 7, is the construction of two passing lanes for each<br />
direction of the road. The project requires 16,000 tonnes<br />
of HMA to construct the base and surface layers for a<br />
section of the roadway that spans three kilometres. The<br />
MGAC includes an elastomer so that the pavement will<br />
have the necessary flexibility to perform better under<br />
heavy traffic conditions.<br />
“The MGAC is more expensive than PG graded asphalt<br />
cement, but it is worth it in the long run,” says Mark Eby,<br />
Construction Manager for Wellington County. “For the<br />
Wellington Road 7 project, the premium was between<br />
$1.75 and $4.55 per tonne, which is reasonable. An<br />
additional $50,000 for a $2.4 million project is a minor<br />
increase if the pavement will perform better. It’s much<br />
more economical to pay a premium up front now, than<br />
to have to pay even more later for a failed pavement<br />
that has to be repaired or replaced.”<br />
FALL <strong>2014</strong> 31
32 OHMPA | ASPHALTOPICS
Asphalt industry<br />
continues its green<br />
path towards<br />
environmental<br />
sustainability<br />
by Lisa Fattori<br />
In the last 40 years, the asphalt industry has made significant gains<br />
in efficiency, making it one of the most environmentally responsible and<br />
sustainable sectors in the construction industry. According to the National<br />
Asphalt Pavement Association (NAPA) in the U.S., production of asphalt<br />
pavement material increased by 250 per cent between 1960 and 1999,<br />
while total emissions from operations decreased by 97 per cent. ››<br />
FALL <strong>2014</strong> 33
Only Astec has the patented Double Barrel Green ® System.
In the Middle<br />
of Nowhere,<br />
Or in the Middle of Everything.<br />
Astec can configure a plant to fit your site, whether<br />
that site is in the middle of nowhere or in the middle<br />
of a major metropolitan area.<br />
And every Astec plant, no matter where it is located,<br />
is also backed by the Astec Service and Parts<br />
departments available 24/7 anywhere.<br />
Astec is the right choice.<br />
On the big island of Hawaii.
Pennsylvania State Route 462 in Lancaster County<br />
was resurfaced last summer using a warm-mix asphalt<br />
that included 15 per cent reclaimed asphalt pavement.<br />
Congratulations to<br />
OHMPA on 40 years<br />
serving the<br />
asphalt industry!<br />
On the materials side, approximately 70 million tons of<br />
reclaimed asphalt pavement (RAP) is collected each year<br />
and more than 99 per cent of that is reused or recycled.<br />
Innovations in warm mix asphalt technology and porous<br />
asphalt pavements are raising the bar in environmental<br />
sustainability, as is continuing work in developing<br />
more stringent standards such as industry-specific<br />
Environmental Product Declarations (EPDs).<br />
36 OHMPA | ASPHALTOPICS<br />
One of OHMPA’s most<br />
significant contributions<br />
to the industry is its<br />
Environmental Practices<br />
Guide (EPG) which has the<br />
endorsement of the Ontario<br />
Ministry of the Environment<br />
and Climate Change<br />
(MOECC) and has been<br />
adopted by various industry<br />
organizations in the U.S.
The impressive reduction in facility emissions can<br />
be attributed to improvements in control equipment,<br />
including higher efficiencies in baghouse capture, more<br />
efficient burners, and ultra low pollutant emissions<br />
controls. To assist operators in quantifying their gate-togate<br />
greenhouse gas emissions, NAPA has developed an<br />
industry Greenhouse Gas Calculator. Users can calculate<br />
emissions by inputting data for fuels used by a rotary<br />
dryer, additional fuels used inside the<br />
facility, electrical use, and fuel used for<br />
on-site power generation.<br />
from 100°C to 137°C, can reduce energy consumption<br />
by an average of 20 per cent, which decreases total<br />
lifecycle greenhouse gas emissions by 5 per cent. Total<br />
lifecycle greenhouse gas emissions decrease by 15 to<br />
20 per cent when a warm mix contains 25 per cent RAP<br />
for a potential savings of three million tons per year of<br />
greenhouse gas emissions. ››<br />
In 2012, NAPA revised the Greenhouse<br />
Gas Calculator to include emission<br />
off-set credits for fuels and practices<br />
that reduce overall CO 2<br />
emissions.<br />
The update awards credits for biofuels<br />
and other materials. Cradle-togate<br />
credits are also calculated for the<br />
use of recycled materials, including<br />
RAP and shingles. Warm mix asphalt<br />
technologies also earn credits based<br />
on user defined mix temperature.<br />
“The Greenhouse Gas Calculator<br />
helps asphalt facility personnel<br />
quantify changes that they’ve made<br />
to their operations, such as the energy<br />
type used to dry aggregate, mix<br />
discharge temperature, and the type<br />
of energy used to operate facility<br />
machinery,” says Howard Marks,<br />
Ph.D., Vice President for Environment,<br />
Health and Safety for NAPA. “Current<br />
regulations are focused on large<br />
source emissions. In the event that<br />
the industry is regulated for CO 2<br />
emissions in the future, we’ve<br />
identified these off-sets or carbon<br />
credits as part of the calculator. If<br />
a facility implements or increases its<br />
use of warm mix technology, or if a<br />
facility increases its use of RAP (which<br />
decreases the need for virgin binder<br />
and aggregate), then credits should<br />
be allowed for those improvements.”<br />
According to NAPA’s 2009 publication,<br />
Black and Green: Sustainable Asphalt,<br />
Now and Tomorrow, the manufacturing<br />
of warm mix asphalt (WMA)<br />
pavements, at temperatures ranging<br />
FALL <strong>2014</strong> 37
The Ohio Department of Transportation won a 2013<br />
Perpetual Pavement Award for a 4.5 mile section of<br />
I-<strong>27</strong>5 near Cincinnati. Constructed in 1972, the road<br />
has carried approximately 100 million equivalent<br />
single-axle loads (ESAL) since then but received only<br />
two resurfacings, most recently in 2000.<br />
Since warm mix technology was first introduced in the U.S.<br />
ten years ago, WMA has been used in paving projects in<br />
49 states, as well as the District of Columbia and Puerto<br />
Rico. In addition to lowering greenhouse gas emissions<br />
on the production side, WMA provides several benefits,<br />
including extending the paving season in northern<br />
climates, providing a longer window for compacting<br />
pavement, and improving pavement performance.<br />
“Every year we do a survey on the use of warm mix<br />
technology,” says T. Carter Ross, Vice President for<br />
Communications at NAPA. “In 2009, warm mix usage<br />
was 16.8 million tons, and that number jumped to<br />
106.4 million tons by 2013. In 2013, warm mix tonnage<br />
increased by 23 per cent over what was produced in 2012.<br />
Industry has really embraced the use of warm mix and this<br />
has all been done without any mandate or requirements.”<br />
Porous and open-graded asphalt pavements have also<br />
made inroads in proving their environmental benefits.<br />
As effective storm water solutions, porous asphalts<br />
provide natural filtration systems so that contaminants<br />
are not washed away directly into waterways and streams.<br />
They also reduce road spray for greater safety and have<br />
been shown to reduce traffic noise.<br />
Perpetual Pavements, with an expected life span of<br />
40 years, have also received a lot of interest in the last<br />
15 years, with several research projects initiated to study<br />
38 OHMPA | ASPHALTOPICS
Interstate 24 in Georgia was resurfaced with Porous<br />
European Mix, a permeable surface layer with a<br />
larger aggregate that allows for efficient shedding<br />
of rainwater from the roadway.<br />
the engineering features and performance characteristics<br />
of these long lasting pavements. Because only the surface<br />
layer of pavement needs replacing, greenhouse emissions<br />
associated with the processing and placement of raw<br />
materials is reduced. Roadways don’t require complete<br />
removal and replacement and traffic delays or road<br />
closures are minimized, thereby lowering the greenhouse<br />
gas emissions associated with large construction projects.<br />
New green initiatives for the asphalt industry include<br />
the move toward product transparency and measuring<br />
a product’s impact on sustainability. A new program at<br />
NAPA is working to develop an ecological protocol for<br />
asphalt pavement mixtures and asphalt ingredients. The<br />
NAPA Environmental Product Declarations (EPD) Program<br />
was developed in conformance with ISO 14025, which<br />
establishes the principles and procedures for developing<br />
Type III EPDs, which are similar to nutrition labels for<br />
packaged food. Just as a nutrition label reports on the<br />
nutritional value of the product, EPDs report the potential<br />
environmental impact of a product. NAPA-certified EPDs<br />
will provide engineers, specifiers, users and producers<br />
with comparable environmental data so that they can<br />
make better comparisons about asphalt mixes and<br />
ingredients and the potential environmental impact<br />
of those products.<br />
“We’ve seen EPDs in a number of sectors, such as food,<br />
retail and building materials, and now it’s trickling down to<br />
Departments of Transportation,” says Heather Dylla, Ph.D.,<br />
Director of Sustainable Engineering for NAPA. “EPDs are<br />
an additional tool to support agency decision-making in<br />
accounting for the potential environmental impacts.”<br />
EPDs require Product Category Rules (PCR) in order<br />
to conduct a Life Cycle Assessment (LCA) of a product.<br />
NAPA’s EPD Program is currently developing a North<br />
American PCR for asphalt mixtures. The draft is expected<br />
to be complete by spring 2015, with a public review to<br />
follow. The final stage is third-party verification that the<br />
PCR is ISO compliant and technically sound.<br />
In Ontario, the emphasis on best practices to lower<br />
emissions has been a mainstay for several decades.<br />
OHMPA’s Trillium Award, created in 2002, is a coveted<br />
distinction that is awarded to plants that exceed the<br />
standard required by industry regulation. Candidates<br />
undergo a rigorous assessment of operations, including<br />
fuel storage Emergency Response Plans, spill prevention<br />
and attention to visible emissions. To date, 55 plants have<br />
earned the Trillium Award. The award expires after three<br />
years and 35 past recipients have been recertified. ››<br />
FALL <strong>2014</strong> 39
One of OHMPA’s most significant contributions to<br />
the industry is its Environmental Practices Guide (EPG)<br />
which has the endorsement of the Ontario Ministry of the<br />
Environment and Climate Change (MOECC) and has been<br />
adopted by various industry organizations in the U.S. EPG<br />
is designed to assist plant operators in the operation and<br />
maintenance of their facilities by providing best practices<br />
in environmental management.<br />
The comprehensive EPG covers environmental<br />
regulations governing HMA production and HMA<br />
production emissions that are generated on-site.<br />
Environmental best practices are provided for all<br />
aspects of HMA plant operations. The EPG covers air<br />
and noise emissions management, waste management,<br />
and water management, and recommends that each<br />
plant have a site specific Dust Management Plan and<br />
Spills Contingency Plan. Sample checklists are provided<br />
to assist plants in incorporating best practices. A complaint<br />
response form ensures that operators gather all of the<br />
necessary information in the event of a complaint so<br />
that a comprehensive response can be provided.<br />
OHMPA’s EPG is so influential it is referenced in<br />
applications for Environmental Compliance Approval<br />
(ECA) (air & noise) by the MOECC and is a mandatory<br />
component of qualifying for a Trillium Award. The EPG<br />
helps operators to not only improve their environmental<br />
stewardship, but also to become more efficient and<br />
competitive for an improved bottom line.<br />
“The Environmental Practices Guide is a very progressive<br />
tool,” says Bridget Mills, a Partner with BCX Environmental<br />
Consulting in Newmarket. “It’s so successful that, as part<br />
of the ECAs (air & noise), facilities must follow the air and<br />
noise components of the EPG. Through this the Ministry<br />
acknowledges that the hot mix industry has developed<br />
very good environmental best practices to minimize air<br />
emissions.”<br />
This parking lot is porous on the right and<br />
impervious on the left. The difference in how<br />
water is handled is immediately obvious.<br />
40 OHMPA | ASPHALTOPICS
1974-1978 1979 1980 1981<br />
1982 1983-84 1984<br />
1985<br />
1986<br />
In their own words<br />
OHMPA has had 36 presidents since it was formed in 1974.<br />
Here’s what they had to say about the key issues of the day.<br />
Compiled by LARA HENRY<br />
1974 to 1978 John (Ed) deToro, Toro Asphalt<br />
Current Status: Semi-retired and living in Richmond Hill, Ontario<br />
We had a very specific objective when we formed OHMPA. It was the time<br />
of the Arab oil embargo and hot mix producers and paving contractors were<br />
under a lot of pressure. We won on two fronts: we got relief from a PST tax<br />
increase of three per cent from previous years and we got asphalt cement<br />
price relief from the municipal carry over work.<br />
I don’t think that when we had those first meetings, any of us realized that<br />
we were actually creating an industry association that would become such<br />
a thriving organization all these years later.<br />
(Ed DeToro is widely credited as the driving force behind the formation of<br />
the Ontario Hot Mix Producers Association in 1974. He was president of the<br />
association for five years and is an Honorary Lifetime Member of OHMPA.)<br />
1979 Kenneth Rowe,<br />
Consolidated Sand and Gravel<br />
(deceased)<br />
1980 Michael J. O’Connor, Repac<br />
Current Status: Retired and living in Burlington<br />
At the time I was the youngest president of OHMPA, which was probably<br />
no coincidence.<br />
OHMPA was getting a bit tired and it needed a shot of youthful enthusiasm<br />
and energy. The oil price issue had been put to bed and the organization<br />
had been languishing. My boss at Repac, Val Raponi, decided that as his<br />
new young and energetic marketing manager, I was the perfect candidate<br />
to put OHMPA back into a more active mode.<br />
My task was to set OHMPA on a new path, using the strength of the<br />
organization to promote hot mix asphalt as the material of choice for<br />
pavements. It was a time consuming task and one that I couldn’t have<br />
completed without the help of people like Ken Rowe and Don Budd and<br />
Russ Daigle, but it became our main focus and remains one of OHMPA’s<br />
key objectives to this day.<br />
1981 Douglas McLeish, Fermar Asphalt<br />
Current Status: Owner of Kontiki Landscaping, Schomberg, Ontario<br />
The year I was president, the price of asphalt cement doubled over the winter.<br />
My biggest challenge was meeting in government chambers, which seemed<br />
to be weekly, to try to resolve this issue for all our members who had to fulfill<br />
the contracts they had bid at half the price.<br />
Through hard work and persistent dedication, I and our committee<br />
members were able to bring this issue to a satisfactory conclusion which,<br />
of course, helped make OHMPA an association to be reckoned with and<br />
earn a respected place in the industry.<br />
1982 Donald E. Budd, Warren Bitulithic<br />
Current Status: Retired and living in Oakville<br />
One of the big issues was the lack of consistency in asphalt testing.<br />
Each testing company seemed to have different equipment and procedures.<br />
We formed a technical committee to establish a certification program for<br />
asphalt laboratories and testing companies.<br />
(Don Budd is an Honorary Lifetime Member of OHMPA.)<br />
1983/84 Earl Kee, Red-D-Mix<br />
(deceased)<br />
OHMPA was starting to gain popularity and with it a few new members.<br />
Our biggest challenge was to establish the credibility of the association<br />
in the industry.<br />
Provided in 2004 for the 30th anniversary issue.<br />
1984 Peter Anderson, Ambro Construction<br />
(deceased)<br />
At the time, the association was still a part time organization and there<br />
weren’t any pressing issues, but for me being connected to a great group<br />
of people was what was most memorable.<br />
Provided in 2004 for the 30th anniversary issue.<br />
1985 David Semley, Hard Rock Paving<br />
Current Status: Construction Industry Consultant
1987<br />
1988<br />
1989 1990 1991-92<br />
1986 Larry Brown, Standard Industries<br />
(deceased)<br />
This was the year that we held our first Golf Day at Glen Eagle Golf Club.<br />
We named the trophy in honour of Ken Rowe, who was president in 1979.<br />
We have always been an industry that works hard and plays hard. Starting<br />
an annual golf tournament demonstrated just how important OHMPA was<br />
becoming to everyone associated with the industry.<br />
Provided in 2004 for the 30th anniversary issue.<br />
1987 Carmen Alfano, Ontario Paving<br />
(deceased)<br />
1988 Donald Wilson, Dufferin Aggregates<br />
Current Status: Sales and Marketing Representative,<br />
Dufferin Aggregates<br />
Dealing with the Ministry of Transportation of<br />
Ontario on end result specifications was probably our<br />
most important issue and indicative of how OHMPA<br />
as an organization was becoming the key industry<br />
representative on a broad range of issues. In fact,<br />
the demands on OHMPA were increasing so rapidly<br />
that we started to consider the need for a full-time<br />
operation and developed a five year plan to define<br />
just what sort of an association we needed.<br />
Rob Bradford, who had been working for us on a part-time basis, became<br />
our first full-time executive director and OHMPA set up shop in offices<br />
shared with the Ontario Road Builders’ Association.<br />
1991/1992 Gary Sidlar, Standard Asphalt<br />
Current Status: Road Supervisor for the Town of Niagara-on-the-Lake<br />
Environmental issues dominated our work in 1991. There was a move<br />
to label asphalt pavement from old roads that were being rehabilitated<br />
or reconstructed as a hazardous waste. It was an issue that we couldn’t<br />
ignore and so with the help of Rob Bradford, now our full-time executive<br />
director, and several volunteers from the industry, we mounted a public<br />
campaign, appearing before Ministry of the Environment panels in several<br />
municipalities. The result was that asphalt concrete was designated a<br />
recyclable product, an entirely justifiable conclusion considering that<br />
asphalt is the most recycled material in North America.<br />
1989 Terry Waites,<br />
Steed and Evans<br />
Current Status: President, J.C. Rock Ltd.<br />
OHMPA was beginning to gain size and influence<br />
in representing the industry’s interests and issues.<br />
At the time, the PCA and the RMCAO were aggressively<br />
promoting the use of concrete pavements.<br />
We rallied our membership and the associate<br />
member suppliers to fund an initiative to take<br />
our story about the benefits of asphalt around<br />
the province. We told our story to townships,<br />
municipalities and cities about how asphalt<br />
pavement was the best solution. And we used<br />
Life Cycle Costing as one of our tools!<br />
1990 Phil Gignac,<br />
Armbro Construction<br />
Current Status: Retired<br />
As the association continued to grow, it was clear<br />
that we needed professional full-time help to deal<br />
with all the issues that were facing the industry.<br />
42 OHMPA | ASPHALTOPICS<br />
LVM, a division of EnGlobe Corp.<br />
Soil Pavement and Materials Technology Engineering<br />
Environmental Geotechnical Engineering<br />
Building Materials Science Engineering, Inspection and QA/QC Testing<br />
Supply Environmental Chain Quality Engineering
1992<br />
1993<br />
1994<br />
1995<br />
1996 1997<br />
1992 Robert Cumming, Fermar Asphalt<br />
Current Status: Retired<br />
We had heard rumblings that the hot mix producers in eastern Ontario were<br />
thinking of setting up their own organization. It was too good an opportunity<br />
to pass up.<br />
I persuaded the Board of Directors to hold our next meeting in Ottawa<br />
so we could show the producers just what our association had to offer.<br />
It only took one meeting. The only concession that we were asked to make,<br />
and one that we were happy to comply with, was that the eastern Ontario<br />
producers would have a representative on the board. OHMPA was now<br />
truly a provincial association.<br />
Coincidentally, we also strengthened our Toronto base at the same time.<br />
Joe Boccia, then head of TARBA, asked if we could provide management<br />
services for their association as well, and TARBA is still working closely<br />
with OHMPA to this day.<br />
1993 Steve Cruickshank, Frontenac Aggregates<br />
Current Status: Chief Executive Officer, Cruickshank<br />
It was a year of firsts - the year we started planning our first issue of<br />
Asphaltopics; the first year for MTO’s material transfer vehicle trials; and<br />
the first year for a new end result compaction specification. It was also a year<br />
in which people tried to turn roads into ‘linear landfills’, trying to recycle just<br />
about anything they could think of into asphalt (the industry joke was: What’s<br />
next? Recycled diapers?). And it was the year that I got married, which is why<br />
it is so indelibly fixed in my memory.<br />
1994 Tom McLeod, Towland-Hewitson<br />
Construction<br />
Current Status: Retired and living in London, Ontario<br />
1995 Doug Kirton, D. Crupi & Sons Ltd.<br />
Current Status: President, Royalcrest Paving & Contracting Ltd.<br />
In order to improve quality control, quality assurance and testing in general<br />
of hot mix products, we introduced certification of testing laboratories,<br />
technicians and technologists in conjunction with the Canadian Council<br />
of Independent Laboratories – the successful completion of an industrywide<br />
effort that OHMPA had initiated back in 1982.<br />
1996 Gordon Lavis, Lavis Contracting Co. Ltd.<br />
Current Status: Co-President, Lavis Contracting Co. Ltd.<br />
Co-President, Frank Kling Ltd<br />
Vice President, Jennison Construction Ltd.<br />
Director, The Ontario Aggregate Resources<br />
Corporation Board (TOARC)<br />
President, Radar Auto Parts<br />
Semi-Retired<br />
Being involved with OHMPA in the late 80s and 90s was a real eye opener<br />
for me. It made me aware of the larger world within our industry. In my<br />
opinion, life cycle costing was manipulated and used on the initial 407 work<br />
to help the powder companies win the supply of cement usage on this project.<br />
I quickly found out that other asphalt companies had similar problems to<br />
deal with and by coming together within the association we could fight the<br />
battles with a stronger voice. The importance of networking and sharing of<br />
ideas became very clear to me early on.<br />
Superpave became a contentious issue during my time on the board. I still<br />
believe to this day that there should be better refinement to create a madein-Ontario<br />
specification for Superpave to better use local aggregates in this<br />
province. Presently, we are adding cost and adding significantly to the carbon<br />
footprint by bringing in aggregates to our plants in Southwestern Ontario<br />
from “Timbucktoo”. Recycling of asphalt by virtue of introduction to asphalt<br />
mixes at the plant and Cold-in-Place Recycling has become big business and<br />
should be considered a huge selling point for our industry going forward.<br />
Personalities on the board varied and created some interesting dynamics –<br />
some combative, some congenial and some just plain colourful. It was just<br />
great getting to know everyone. Rob Bradford exited as OHMPA Executive<br />
Director, Carl Woodman came for one year, then Mike O’Connor came in for<br />
a long tenure in and around my time.<br />
I was asked to come back on the board a few years ago, but I said that<br />
I had done my time and we had a great guy to go on the board instead<br />
of me. His name is Bentley Ehgoetz, your current OHMPA president.<br />
OHMPA is the voice of the asphalt producer in the Province of Ontario.<br />
Let’s lend it our support and keep it strong for the many years to come.<br />
1997 Ashton Martin, Fermar Asphalt<br />
Current Status: Vice President, Fermar Asphalt<br />
When Rob Bradford left OHMPA to become ORBA’s executive director, it<br />
marked a turning point for the association. In fact, it called into question its<br />
very existence. Did we really need a hot mix producers association in Ontario?<br />
The consensus of the association members that I canvassed was yes, but it<br />
was also clear that the association we needed was not necessarily the one that<br />
we had.<br />
We needed to reinvent the association. Thanks to the help of a number of key<br />
players such as Wayne Carson, Teri McKibbon, John Loughnan, Ray Legault,<br />
John Emery and Robin Beamish, we did a lot of soul searching. We defined<br />
the goals and aspirations of the association, introduced a more business-like<br />
approach to the association’s affairs and decided to strengthen our technical<br />
capabilities and administration, all of which led us to Mike O’Connor as our<br />
choice of executive director. I am confident that we succeeded in large part<br />
because I was followed by a series of strong and able presidents who had been<br />
involved in the re-engineering process and who were determined to see the<br />
association succeed.<br />
FALL <strong>2014</strong> 43
1998<br />
1999 2000 2001<br />
1998 Teri McKibbon, Armbro Construction Ltd.<br />
Current Status: President & Chief Executive Officer, Aecon Group Inc.<br />
Someone told me that I would be remembered as the president who “hired<br />
the engineer” and I hope he was right. The asphalt industry is mature and<br />
evolves relatively slowly, but Superpave was completely different. It was like<br />
having to learn a whole new language and we needed someone to help with<br />
the translation. In retrospect, it was the right decision. Not only did we gain<br />
the expertise that we needed, but by doing so in conjunction with the Asphalt<br />
Institute in the U.S., we also cemented our relationship with our colleagues<br />
south of the border.<br />
1999 John Loughnan, Miller Paving Limited<br />
Current Status: Semi-retired<br />
My years of work and research for OHMPA’s Environmental Committee<br />
eventually led to the creation of the Environmental Practices Guide (EPG)<br />
that helped producers manoeuvre their way through the maze of regulations.<br />
My involvement in this field gave me a renewed respect for the preservation<br />
of our natural environment. Along with my past dozen years or so in the<br />
aggregate resources field, there has been a natural fit for me in the work<br />
of the Cornerstone Standards Council.<br />
There will be a rocky road ahead for this initiative, but I firmly believe we can<br />
come together and find common ground to protect our environment.<br />
2000 Robin Beamish, K.J. Beamish<br />
Construction Co. Ltd.<br />
Current Status: President, K. J. Beamish Construction Co. Ltd.<br />
I had just started my term as OHMPA president and as Yogi Berra said,<br />
“its deja-vu all over again”. The cost of a barrel of oil had increased from<br />
around $11 a barrel to $34 a barrel in half a year and asphalt producers<br />
were caught in a squeeze.<br />
Compared to 25 years ago when OHMPA was formed to respond to a similar<br />
jump in oil prices, however, we had a couple of advantages. First, we had been<br />
through this before and knew what we had to do. Second, we were organized<br />
and had the support of virtually every producer and user in the province.<br />
We developed an Asphalt Cost Index in conjunction with the MTO along<br />
with model contract language to qualify hot mix asphalt prices based<br />
upon changes in the cost index. No one likes price increases, but many<br />
municipalities and owners accepted the validity of our case and used the<br />
asphalt index to make adjustments and to compensate for the increased<br />
costs. It was a big change in a quarter of a century and a testament to the<br />
effectiveness of the hot mix producers association.<br />
2001 Wayne Carson, Lafarge Canada Inc.<br />
Current Status: President, Kilmer Developments<br />
We faced three distinct challenges: increasing costs, new product<br />
development and increasingly stringent environment regulations –<br />
all of which affect the long-term viability of our industry. Life cycle costing<br />
clearly demonstrated the value proposition of the new mixes such as Stone<br />
Mastic Asphalt and Superpave, but it needed an industry-wide effort using<br />
sophisticated tools to demonstrate that the benefits of these products are<br />
measured in decades not years.<br />
We also needed to act collectively to promote environmental responsibility<br />
and educate our members on the impending changes to environmental<br />
regulations. That’s why, at our strategic planning session in 2001, we<br />
introduced a new initiative that specifically stated that the association<br />
is “to advance member interests to ensure the long term viability of the<br />
industry.” As an association, it is one of our most important initiatives.<br />
2002 Adrian Van Niekerk, Gazzola Paving Ltd.<br />
Current Status: Manager, Estimating, Gazzola Paving Ltd.<br />
Since I was a member of the Plant and Paving Committee that originally<br />
came up with the idea of an award to set the standard by which good<br />
operations would be judged, I was particularly pleased that the first<br />
Trillium Awards were presented when I was president.<br />
The Trillium Award recognizes good plant operators who also<br />
demonstrate good corporate citizenship in environmental responsibility,<br />
safety, community relations and industry participation. It is an award<br />
that not only recognizes individual plant performance, but also<br />
demonstrates the maturity of our industry.<br />
2003 Mark Rivett, Lafarge Canada Inc.<br />
Current Status: Executive Vice President, Aecon Infrastructure<br />
The hot mix industry tends to focus on internal short-term issues and there’s<br />
nothing wrong with that, but every now and then we have to look up and see<br />
how we can shape the future.<br />
I was very proud that the OHMPA board recognized this with a commitment<br />
to the University of Waterloo’s Centre of Excellence for pavement design,<br />
materials and construction. OHMPA agreed to donate $100,000 to the<br />
university’s test facility spread out over the next five years, and immediately<br />
and successfully set out to raise the funds through donations and a silent<br />
auction. Any additional funds will be used to support other research efforts.<br />
This research collaboration will help us to deal with our unique geographical<br />
and climatic conditions, share innovative ideas, develop improved products<br />
and state-of-the-art processes, solve technical problems, and help develop<br />
our next generation of engineers. The OHMPA mission statement clearly<br />
states that our association is “dedicated to excellence in asphalt pavements”.<br />
Our commitment to research demonstrated just how seriously we have taken<br />
those objectives to heart.<br />
The asphalt paving industry in Ontario continues to evolve, member<br />
companies change, individuals advance through their respective careers,<br />
and issues continually develop. Yet the Ontario Hot Mix Producers<br />
Association remains a constant, an association with the dedicated purpose<br />
to the advancement of an unwavering principle – “dedicated to excellence<br />
in asphalt pavements”.
2002<br />
2003<br />
2004<br />
2005<br />
2006<br />
I am proud of the time I spent as part of OHMPA and I am confident that<br />
whatever challenge arises, OHMPA will be there to represent its members well.<br />
2004 Tony Gaglia, D. Crupi & Sons Limited<br />
Current Status: Operations Manager, D. Crupi & Sons Limited<br />
It is not often in our lifetime that we can say that we experienced involvement<br />
in something that inspired, humbled and challenged us; OHMPA was that<br />
for me.<br />
I am proud to have been part of a committee that successfully lobbied<br />
Enbridge for a modified rate classification to allow our members better<br />
control over their energy costs.<br />
Issues that challenged our industry in 2004 are replaced by new ones now,<br />
but what has remained constant is that our association will always be there<br />
to support and educate our members.<br />
2005 Doug Woods, Cope Construction and<br />
Contracting Inc./Lambton Hot Mix<br />
Current Status: Retired in 2008 and living in Brights Grove, Toronto<br />
The OHMPA Board has, through its succession planning and Nominating<br />
Committee, maintained board representation from throughout all of the<br />
provincial regions and from all sizes of producers. I may hold the record for<br />
being elected president of OHMPA with the smallest annual production. This<br />
speaks wonders for our association because it proves the point that we truly<br />
represent the industry throughout Ontario regardless of location or size.<br />
During my term we held the first round table meeting where we invited<br />
producers from an area to get together for an informal meeting where we<br />
could discuss issues concerning them. Many staff members of local producers<br />
do not have the opportunity to be on OHMPA committees and some do not<br />
attend OHMPA functions often held in the GTA, so I thought that a round table<br />
would give them an opportunity to participate in identifying the issues of the<br />
day. I made a faux pas at our first round table when I had decided to hold it<br />
at the FireRock Golf Course just west of London – Mike O’Connor gave me<br />
proper “%*#&” because the cart paths were concrete.<br />
We also published our first position paper titled Tire Scuffing and<br />
Indentations. Cope Construction, unlike many OHMPA members, paved<br />
much of its hot mix in commercial parking lots or industrial sites where sharp<br />
turns were more common than on municipal streets and roads where vehicles<br />
drove in straight lines. PG 58-28 was ‘softer’ than the 85-100 we had previously<br />
used and scuffing or indentations had become quite common in Area 9 which<br />
is known as the banana belt of Ontario. This position paper went a long way in<br />
explaining to clients that their parking lot was not compromised when some<br />
scuffing occurred.<br />
2006 Murray Ritchie, Construction and Materials<br />
Manager, The Murray Group Limited<br />
Current Status: General Manager, The Murray<br />
Group Limited<br />
During my tenure as president, the Board faced many issues with the rapid<br />
increase in asphalt cement pricing topping the list. I can recall many meetings<br />
with MTO to hash out changes to the AC index to ensure our members were<br />
protected against sometimes twice-monthly increases. The changes made<br />
during those many meetings in 2006-2007 are still in place today having<br />
been adopted by MTO and most municipalities in the province. This speaks<br />
volumes to the commitment of OHMPA members and the respect OHMPA<br />
had developed and maintains today.<br />
In addition to dealing with the AC index in 2006-2007, I am most proud of<br />
having been part of the task group looking at the construction of longitudinal<br />
joints. First brought to the Board’s attention by past president Tony Gaglia<br />
in 2004, a task group made up of OHMPA members Joe Bunting and ››<br />
FALL <strong>2014</strong> 45
2007<br />
2008<br />
2009 2010 2011<br />
2012<br />
2013<br />
Gary Sidlar, OHMPA staffer Sandy Brown, and MTO represented by Kai<br />
Tam, Pamela Marks and Steve McInnis volunteered to study the issue. With<br />
meetings commencing in early 2007, the task group spent countless hours<br />
discussing every aspect of joint construction resulting in the publication<br />
of MERO-033, Construction of Longitudinal Joints in Flexible Pavements<br />
Design Guidelines in November 2008. The changes developed through this<br />
(pardon the pun) joint venture with MTO are in full force today having saved<br />
the taxpayers countless traffic delays and improved the life of our asphalt<br />
pavements through better design and construction practices.<br />
2007 Joe Bunting, The Miller Group<br />
(deceased)<br />
2008 Paul Lum, Lafarge Canada Inc.<br />
Current Status: Director, New Product Development, Innovation<br />
& Solution, Lafarge Canada Inc.<br />
I joined the OHMPA Board in 1993, and looking back on the years the asphalt<br />
industry has grown tremendously. I am proud of how the industry adapted<br />
with the evolution of the asphalt specifications which the Ontario Ministry<br />
of Transportation developed in collaboration with the industry. Each new<br />
challenge, with the changes in the specifications, brought forward the best<br />
in the industry to provide solutions. For instance, the introduction of End<br />
Result Specifications required paving contractors to develop and introduce<br />
quality systems with trained technical staff and utilize material transfer<br />
vehicles to improve ride and reduce mat segregation. PGAC, Superpave and<br />
SMA were other innovative technologies introduced during this time which<br />
industry was able to adjust to and excel at.<br />
During my term as president, sustainability was very much alive with asphalt<br />
being the most recycled construction material in the world and Ontario doing<br />
its part by leading with the use of RAP and shingles in asphalt mixes when<br />
compared to other provinces and the U.S. Another sustainable innovation<br />
was the introduction of warm mix asphalt. McAsphalt led the way followed by<br />
Lafarge because of the environmental and constructability benefits in using<br />
warm mix asphalt. Today warm mix asphalt is more widely used and has<br />
allowed the paving season to be extended and still deliver on quality.<br />
One of the highlights that stands out for me during my term as president<br />
was the establishment of the joint MTO/OHMPA Warm Mix Specification<br />
task force to develop specifications for this new pavement technology.<br />
The work of this committee has been essential for the successful use and<br />
promotion of warm mix asphalt in Ontario.<br />
The federal government’s introduction of the Infrastructure Stimulus<br />
Funding to combat the 2008 economic downturn was an exciting time for<br />
our association and its members. The government issued an economic call<br />
to arms and our industry stepped up to the challenge. Road construction is<br />
one of the best ways to stimulate a struggling economy for two reasons. First,<br />
no other infrastructure projects could be “shovel ready” as quickly as road<br />
rehabilitation and construction projects completed with asphalt. Second,<br />
virtually every product we grow or produce must at some point travel on<br />
a road to get to the consumer, so a modern and efficient road network is<br />
essential for all businesses to remain competitive in a global market.<br />
2009 Larry Wilson, Capital Paving Inc.<br />
Current Status: Vice President, Capital Paving Inc.<br />
In celebration of its 40th anniversary I would like to wish OHMPA and all<br />
it members continued success in the future and acknowledge the time and<br />
hard work of all the past committees, boards and presidents. OHMPA has<br />
provided our members with a common voice that represents our industry<br />
to all levels of government and the public. The relationships and knowledge<br />
that I have gained through my involvement in OHMPA has been invaluable<br />
to both my career and our company. I encourage all who have the opportunity<br />
to participate to get involved. You will get more out than you put in.<br />
46 OHMPA | ASPHALTOPICS
On my first day on the job as president, we launched our first meeting<br />
of the OHMPA/OGRA Liaison Committee. This was the culmination<br />
of a great idea brought to the Board by my predecessor, Larry Wilson.<br />
OHMPA recognized that although we had developed an excellent working<br />
relationship with the Ministry over the years, that same relationship was<br />
missing with what could be argued was our biggest customer base – the<br />
municipal sector. Since that first meeting, the committee has done a lot<br />
of good work to foster better quality and better specifications. I am proud<br />
of the work started by the Liaison Committee in 2010 and am proud to still<br />
be on the committee today representing OHMPA members.<br />
Finally, as a result of feedback from our members and municipal owners<br />
during our province-wide Partners in Quality seminars, initial work was<br />
started on the establishment of the OHMPA/OGRA Municipal Liaison<br />
Committee. This came out of a request by all stakeholders for a more robust<br />
and productive relationship to improve specifications and provide consistently<br />
high quality products.<br />
2010 Fernando Magisano, K.J. Beamish<br />
Construction Co. Ltd.<br />
Current Status: Vice President, Technical Services, K.J. Beamish<br />
Construction Co. Ltd.<br />
The year of my presidency OHMPA was operating like a well-oiled machine.<br />
By then, OHMPA was well respected for developing excellent seminars and<br />
educational presentations by industry and road authorities alike. This was<br />
reflected by the record or near record turnout at all our events that year<br />
culminating in the Fall Seminar that had over 500 people registered.<br />
2011 Bruce Armstrong, Canadian Asphalt<br />
Industries Inc.<br />
Current Status: President, Canadian Asphalt Industries Inc.<br />
In the face of growing propaganda from the cement industry, the Board<br />
felt it was time that we took the gloves off to maintain hot mix asphalt’s<br />
market share. Consequently, OHMPA became the first non-American hot<br />
mix/paving association to join the Asphalt Paving Alliance (APA), and we<br />
immediately re-worked their tag line to “Asphalt – Ontario Rides on Us”.<br />
More importantly, the Board recognized the need for in-house marketing<br />
and communications expertise, and supported the creation of a new staff<br />
position – Director of Marketing and Communications.<br />
2012 Murray Ritchie, Construction<br />
and Materials Manager, The Murray<br />
Group Limited<br />
Current Status: General Manager, The Murray<br />
Group Limited<br />
In my role as “president squared”, my 2012 tenure as president was<br />
focused on finding a replacement for Mike O’Connor who would retire<br />
in December 2012. The search group consisted of Bentley Ehgoetz, Steve<br />
Smith, Colin Burpee and Bruce Armstrong. Following countless meetings<br />
and interviews with a strong group of candidates, we chose Mr. Doug Duke<br />
to replace Mike as Executive Director. Doug remains in place today as<br />
Executive Director and along with some new staff members continues<br />
to maintain the high standards expected by all OHMPA members.<br />
It has been my pleasure to serve on a number of committees since 1993/94,<br />
on the Board since 2001, and as president in 2006 and 2012. I will carry the<br />
memories and friendships gained during this time for the remainder of<br />
my days. I would highly recommend to anyone who has the opportunity to<br />
participate with OHMPA at any level to do so – the experience is priceless.<br />
2013 Colin Burpee, Aecon Construction<br />
and Materials Ltd.<br />
Current Status: General Manager, Construction & Materials,<br />
Aecon Construction and Materials Ltd.<br />
The general theme that I remember while I was president of OHMPA is<br />
change. It was the first year with our Executive Director, Mr. Doug Duke,<br />
and it was an interesting time with a new E.D. who had new ideas and who<br />
was also brand new to our industry. Doug, being a non-industry person<br />
and unaware of industry politics, had a fresh set of eyes for the association.<br />
His strength through his past association experience helped spark changes<br />
in our way of thinking, particularly along the lines of governance and<br />
helping to make our Board meetings and committees more efficient and<br />
functional.<br />
Lara Henry is a communication specialist<br />
and editor of Asphaltopics.<br />
FALL <strong>2014</strong> 47
Asphalt Cement<br />
Specifications<br />
in Ontario<br />
by TONY KUCHAREK<br />
A summary of the AASHTO M320 PG<br />
Specification tests and their significance:<br />
· A group of tests to address handling<br />
(Brookfield Viscosity), safety (Flash<br />
Point ) and purity of the AC ( Mass<br />
Change, Solubility/Ash Test)<br />
· Two stages of conditioning of the<br />
asphalt cement (AC) - RTFO (Rolling<br />
Thin Film Oven) test which simulates<br />
the aging of the AC while it undergoes<br />
mixing at the HMA plant; and the PAV<br />
(Pressure Aging Vessel) test which<br />
simulates aging during a number of<br />
years of service on the road.<br />
· DSR (Dynamic Shear Rheometer) to<br />
measure the complex shear modulus<br />
and related parameters at all three<br />
conditioning stages.<br />
· On the un-aged binder and<br />
on the RTFO residue, the G*/<br />
sin(d) is tested at the high PG<br />
temperature to quantify the rutting<br />
susceptibility of the pavement.<br />
· On the PAV residue, the G*·sin(d) is<br />
tested at intermediate temperature<br />
to address fatigue properties.<br />
· BBR (Bending Beam Rheometer) –<br />
measures the stiffness and stress<br />
relaxation capacity of the AC at the<br />
low PG temperature. It is a measure<br />
of predicting thermal (transverse)<br />
cracking in pavements.<br />
48 OHMPA | ASPHALTOPICS<br />
What is happening to asphalt cement<br />
(AC) specifications in Ontario today?<br />
Why do we see so much confusion and<br />
such a wide proliferation of specification<br />
versions and flavours? The answer –<br />
both industry and agencies are seeking<br />
performance criteria that better predict<br />
pavement behaviour. Specifications are<br />
utilized by road agencies for controlling<br />
the parameters of the asphalt cements<br />
they purchase. The closer a specification<br />
correlates with pavement performance,<br />
the better an agency can control what<br />
type of asphalt cements they purchase.<br />
For a long time, paving asphalts were<br />
graded by their penetration at 25°C.<br />
In Ontario we used 85/100 and 150/200<br />
penetration grade in Southern and<br />
Northern Ontario (respectively), and<br />
300/400 for mixes with high RAP. When<br />
it became obvious that the simple<br />
penetration was not correlating very<br />
well with performance in the field, a<br />
variety of other tests and specifications<br />
were introduced in the United States –<br />
Viscosity, Penetration Viscosity Number<br />
(PVN), Penetration Index (PI), Aged<br />
Residue (AR), etc.<br />
Ontario, along with most of Canada,<br />
continued to use penetration-based<br />
specifications; some provinces still do.<br />
During the 1980s there was a change<br />
in the vehicles on our roads. Traffic<br />
increased and tire pressures increased<br />
with the change to radial tires, both of<br />
which caused increased and more rapid<br />
pavement distress. A new effort in the<br />
form of the Strategic Highway Research<br />
Program (SHRP) in the U.S. and its<br />
Canadian counterpart, C-SHRP, resulted<br />
in the current PG (Performance Graded)<br />
specification for asphalt cements.<br />
The PG specification is the first one that<br />
can be defined as performance-related.<br />
All previous specifications were empirical,<br />
meaning there is no direct relationship<br />
between the parameters measured and<br />
the behaviour in the field. The current PG<br />
Specification (AASHTO M320) measures<br />
fundamental engineering parameters of<br />
the AC that are directly related to the<br />
main types of distresses pavements can<br />
experience: rutting, cracking, fatigue<br />
failure and aging.<br />
The PG Specification was developed with<br />
the intent to being blind to any type of<br />
AC modification. However, after using<br />
the new procedures for several years,<br />
some agencies decided that additional<br />
tests were needed. With the spread of<br />
polymer modification, agencies quickly<br />
realized that an elastomeric AC provides<br />
superior performance in both rutting<br />
and fatigue. Some agencies adopted<br />
specifications such as Elastic Recovery,<br />
Toughness and Tenacity, Force Ductility<br />
or maximum DSR phase angles. All of<br />
these tests were intended to confirm that<br />
an elastomeric polymer was present, but<br />
all suffered from problems with variability<br />
and interpretation.<br />
Canadian agencies are no different. While<br />
Quebec has adopted Elastic Recovery<br />
beside the PG specification, Ontario stuck<br />
with the original AASHTO M320 until a<br />
few years ago. Recently, Ontario has been<br />
evaluating two modifications of existing<br />
tests: the Extended BBR (ExBBR) Test<br />
(LS-308) and the Double Edge Notched<br />
Tension (DENT) Test (LS-299).<br />
ExBBR attempts to capture physical<br />
(isothermal) hardening of the AC.<br />
This phenomenon consists of stiffening
The MSCR test is superior to an Elastic Recovery type test<br />
because it puts the AC to test at very high stress levels.<br />
of the AC when exposed for extended times to a constant low<br />
temperature. The reasoning for the development of this test<br />
is because in our climate the regular BBR test (part of the PG<br />
Specification) is claimed to not entirely capture the thermal<br />
stresses that accumulate in a pavement during our long and<br />
cold winters. The ExBBR test consists of conditioning beams<br />
of aged AC in a freezer for three days and measuring how<br />
much the AC stiffens over this time.<br />
The DENT test is targeting the fatigue properties of the<br />
AC in a ductile state (around room temperature). The test<br />
attempts to quantify the work required to fracture the AC in<br />
a ductile state, which is typical of fatigue failure. The testing<br />
protocol consists of several ductility-type specimens with<br />
progressively larger notches, which are tested to failure. By<br />
extrapolating the specimen cross-section to a dimension of<br />
zero, the essential and plastic works of fracture are calculated,<br />
as well as a parameter that estimates the strain tolerance of<br />
the AC (CTOD).<br />
A number of years ago, U.S. researchers developed a quick<br />
and simple test that combines the measurement of the asphalt<br />
cement stiffness and its elastic response using the DSR. This<br />
test was developed as an attempt to reduce specification<br />
proliferation and, at the same time, capture the benefits of<br />
polymer modification of the binder. The test is called Multiple<br />
Stress Creep and Recovery and has become known as the<br />
MSCR (read “massacre”) test.<br />
The MSCR test is superior to an Elastic Recovery type test<br />
because it puts the AC to test at very high stress levels. It<br />
measures more than just elasticity; it measures if the elastic<br />
response of an AC breaks down under high loads. In terms of<br />
stiffness, validation of the MSCR test has proven that it currently<br />
correlates to field rutting better than any previous AC test. In<br />
terms of polymer modification, the test was validated during<br />
the two Inter-laboratory Studies (ILS) carried out in the US.<br />
The MSCR test has since evolved into the AASHTO M332<br />
specification aimed at replacing the PG grading as it is ››<br />
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FALL <strong>2014</strong> 49
currently known. It has been adopted or is about to be adopted in the majority of<br />
the U.S. states, and it has strong support from the industry, as it is a robust, simple<br />
and no-nonsense specification.<br />
The Ontario Ministry of Transportation (MTO) has temporarily adopted the recovery<br />
portion of the MSCR as a test for indirectly specifying polymer modification for<br />
grades requiring enhanced performance, but is currently not considering the<br />
adoption of the full MSCR specification. It has, instead, temporarily adopted the<br />
DENT as a full test within the current PG Specification, with an acceptance criterion.<br />
ExBBR continues to be tested by the MTO as a “for information only” during the<br />
last couple of years, but is not used for acceptance.<br />
What are the implications of these changes? While these new tests (ExBBR and<br />
DENT) represent an interesting direction of research, industry is of the opinion that<br />
their adoption as part of acceptance specifications by the MTO is premature. Firstly,<br />
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these tests haven’t shown a very good<br />
correlation with pavement performance in<br />
the reported MTO trials. Secondly, the test<br />
methods are long and complex and the<br />
testing variability so far has been very high,<br />
especially for the DENT test. This will open<br />
the possibility of extensive disputes and<br />
disagreements between parties regarding<br />
the quality of the materials.<br />
Thirdly, there is a lack of agreement in<br />
the scientific community that these tests<br />
represent the best protocols for capturing<br />
the material properties in question. Serious<br />
technical disputes about the DENT test exist,<br />
especially around the concept of extensional<br />
rheology. Such tests have been proven<br />
in the past to have high variability and to<br />
be difficult to be accurately conducted<br />
in a QA/QC laboratory environment (the<br />
Direct Tension, originally part of the PG<br />
specification, but now practically dropped,<br />
is the best example). Also, because of their<br />
failure mechanism, some researchers believe<br />
extensional tests don’t actually model<br />
fatigue fracture very well.<br />
The adoption of the PG specification<br />
has no doubt been a major step forward<br />
in improving the quality of our pavements.<br />
We almost never see rutting anymore, our<br />
transverse cracking is all but eliminated,<br />
and the general state of our pavements<br />
is good. Fatigue in pavements is currently<br />
the distress which still needs our attention,<br />
as it is the least successful to be modeled<br />
by the current PG specification. Fatigue,<br />
however, has to be addressed primarily<br />
at mix level, as modeling HMA fatigue<br />
through binder testing has not been very<br />
successful in the past. Our current RAP<br />
usage in mixes is higher than in the in the<br />
past and, at the same time, our binder<br />
content is significantly lower than during<br />
the utilization of Marshall mixes. More so,<br />
today we tend to use higher dosages of<br />
RAP or RAS without adjusting the virgin<br />
AC grades down accordingly. All these<br />
factors contribute to a poorer fatigue<br />
resistance of our mixes in Ontario today.<br />
While PG specification development<br />
represented a major step ahead, we are<br />
today in another period of attempting<br />
to move our AC specifications forward.<br />
Owners are once again searching for better<br />
performance. Through validated research<br />
and best practices, it is our industry’s<br />
mission to stay ahead.<br />
Tony Kucharek is Director, Technical<br />
Services of McAsphalt Industries
We asked our columnists and article<br />
contributors to send in photos of<br />
themselves from 1974. Can you<br />
guess who’s who? Answers below.<br />
1<br />
2<br />
3<br />
4<br />
5<br />
6<br />
7<br />
8<br />
9<br />
1. Bentley Ehgoetz<br />
2. Gerald Huber<br />
3. Abigail Wright Pereira<br />
4. Ed DeToro<br />
5. Adam Draper (+ 14 years)<br />
6. Sandy Brown<br />
7. Stephen Erwin<br />
8. Doug Duke<br />
9. John D’Angelo<br />
FALL <strong>2014</strong> 51
Special<br />
Profile<br />
Eddie DeToro,<br />
founder of OHMPA<br />
and first president<br />
by Steve Pecar<br />
It wasn’t Eddie DeToro’s intention to get into the family<br />
business. He had other plans. Growing up in Toronto’s<br />
west end, his interests were varied enough to stay<br />
away from his father John DeToro’s Advance Concrete<br />
Contracting Company. “I had interests in other areas,”<br />
he explains from the comfort of his Richmond Hill home.<br />
“My mother knew it too. She didn’t think that type of<br />
construction work was for me.”<br />
Through his diligence DeToro quickly made his own<br />
mark and by 1950, at the age of 21, became the youngest<br />
person ever to become a certified Licenced Electrician<br />
in Toronto. “I knew my stuff and I really liked that career,<br />
being an electrician,” he explains. But the inevitable was<br />
waiting around the corner. Eventually his father convinced<br />
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him to join his company. He tried it, and as they say,<br />
the rest is history.<br />
Those early days were marked with the back-breaking<br />
work of the construction industry with a pick and shovel<br />
being the earliest tools of the trade. He says that even<br />
though he was the son of the boss, his father felt young<br />
Eddie had to know all aspects of the business and that<br />
meant getting his hands dirty.<br />
“You cannot tell someone what to do unless you have<br />
done it yourself” was one of his father John’s favourite<br />
expressions. “It was tough, but it was good advice from<br />
my father,” he says now. “I ran my own crew – we started<br />
small, but I learned and we grew.”<br />
The senior DeToro caught on early that the future of<br />
paving was in hot mix asphalt and quickly left behind the<br />
use of concrete. The purchase of an asphalt plant in North<br />
York sealed their commitment to the<br />
technology and Eddie soon took on<br />
more responsibilities. The road where<br />
that first plant was located, Toro<br />
Road, is named after the family.<br />
Soon he started to take on more<br />
administrative responsibility for the<br />
company. “I was also around to do<br />
a little electrical work,” he laughs.<br />
“Those skills would always come in<br />
handy. A few times I was able to keep<br />
things running at the plant because<br />
of my background as an electrician.”<br />
DeToro admits that up until the early<br />
1970s, there wasn’t a lot of discussion<br />
about an association for hot mix<br />
paving contractors. They needed<br />
a common objective to pull them<br />
together as they were all running in<br />
a different direction, but with the<br />
same common problems. So when<br />
the first meeting was called, he really<br />
didn’t know what he was getting<br />
into or what doors he was opening.<br />
Sure, he knew the bind that he was<br />
in. Everybody in the asphalt industry<br />
was up against it. But as president<br />
of his company, he was used to<br />
going it alone.
“It was new to us but we had to do something,” says<br />
DeToro. Looking back after 40 years, he now says it<br />
took a lot of gumption to pull it off. Along with faithful<br />
private clients, many companies had contracts with Metro<br />
Toronto and the Ontario Ministry of Transportation, both<br />
large customers who many pavers depended on for work.<br />
The situation was delicate. They didn’t want to look like a<br />
bunch of young upstarts going up against the established<br />
order. Rather, the newly formed group was looking for<br />
some reasonableness and understanding, while hoping<br />
that together they had uncovered some new found clout<br />
and respect.<br />
It was 1974 and conflict raged in the Middle East again.<br />
Support in the west for Israel prompted Arab nations to<br />
place an embargo on oil shipments. As production was<br />
reduced, costs here jumped drastically with oil prices<br />
doubling within months and a tax increase jumping up<br />
some three per cent. Even though the embargo was lifted<br />
six months later, by that time the increase had reached<br />
300 per cent and pavers were caught in the middle of<br />
the asphalt cement cost explosion.<br />
“It was the carry over work,” DeToro explains.<br />
“The jobs we quoted on and started in 1973 were<br />
now affected by the realities of the oil crunch in 1974.<br />
We were expected to live up to our job quotations and<br />
commitments, but it priced us right out of the market.”<br />
And so the meetings began.<br />
In the beginning they were just informal discussions.<br />
The first was four guys over lunch. Soon, though, hot mix<br />
producers realized they needed something more formal.<br />
In February of 1974 that something more happened with<br />
a formal meeting in Toronto. DeToro, along with John<br />
Ferzoco (Fermar Paving), Ken Rowe (Consolidated Sand<br />
& Gravel), Bud Carpenter (Dufferin Aggregates), Vince<br />
Butler (Kilmer Van Nostrand), Bob Lowndes (Armbro),<br />
Cosimo Crupi (D. Crupi & Sons), Val Raponi (Repac),<br />
and Joe Boccia (Pave-All) gathered for what would<br />
become the first meeting of the Ontario Hot Mix<br />
Producers Association.<br />
“We had to be careful. These government organizations<br />
kept many of our businesses going, and we had good<br />
relationships with them,” he says. “But we didn’t think<br />
it was fair for us to absorb all of the increased costs and<br />
taxes. It could have broken us.” ››<br />
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Ultimately reasonableness was found. Deals were<br />
brokered, contracts recalled and the pavers were allowed<br />
to re-bid on jobs based on the new market conditions.<br />
Coming together as OHMPA had succeeded as planned.<br />
Still, the founders soon realized that together, more<br />
could be accomplished. They needed a leader and Eddie<br />
DeToro was an obvious choice. “I was very proud of that,”<br />
he says. “I made the first calls to organize, but all of us<br />
made it happen. It was a group effort.”<br />
Under DeToro’s leadership, training, education, safety<br />
and the sharing of information raised the industry as a<br />
whole to higher levels. The very first Fall Seminar was<br />
a success simply because it was organized and provided<br />
information. “The first Fall Seminar was just a half-day<br />
session,” recalls DeToro. “But everybody loved it and<br />
more wanted to come to the next one. Once the word<br />
got out, everyone in the paving industry wanted to attend.”<br />
Eddie DeToro remained president of OHMPA for four<br />
years through which the organization continued to grow.<br />
He stepped down when he sold his company and moved<br />
on to other endeavours. He did building in Mississauga<br />
and was president and part owner of a sand and gravel<br />
pit in Vaughan, Ontario.<br />
Well-read and curious, DeToro has never really retired,<br />
just changed careers and for the past several years<br />
pursued some of his other interests. A talented and<br />
prolific writer, he has penned and published two novels,<br />
an autobiography, and articles in construction magazines.<br />
Congratulations<br />
to OHMPA<br />
on<br />
40 years of excellence<br />
from the Coco Group<br />
54 OHMPA | ASPHALTOPICS<br />
Even though he has been out of the industry for several<br />
years, DeToro’s ties to OHMPA remain strong. In 1989,<br />
OHMPA’S 25th year in operation, in recognition of<br />
OHMPA’S success and Eddie DeToro’s past effort,<br />
he was given an Honorary Recognition and a Life<br />
Membership Award.<br />
He says he likes to keep up with industry news and<br />
admits that things have changed a lot since the days<br />
of the pick and shovel. “But that’s a good thing,” he<br />
quickly adds. “An industry like this has to keep changing,<br />
keep moving forward. I like what has been happening.<br />
There have been great advancements, especially in the<br />
areas of safety, machinery and improved asphalt mixes.<br />
Things are looking good for the industry.”<br />
And while he is too modest to admit it, the success of the<br />
industry in Ontario owes much to Eddie DeToro and the<br />
founders of OHMPA whose dedication and resolve to get<br />
things done 40 years ago put into place the mechanisms<br />
for continued growth and advancements of the industry.
30 Years<br />
FALL <strong>2014</strong> 55
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TECHNICALLY<br />
SPEAKING<br />
by Sandy Brown<br />
OHMPA Technical Director<br />
Specifications for asphalt binders<br />
Specifications for paving materials are always evolving and<br />
they need to be. Specifications are developed to address<br />
distresses that we see in the field and ideally, each new<br />
version helps to eliminate a distress pattern. An example<br />
of this with asphalt binders was the switch to performance<br />
grading in 1997. The Superpave Performance Grading<br />
(PG) system was intended to address several types of<br />
distresses that were becoming more prevalent with<br />
increasing traffic and increasing tire pressure.<br />
The PG high temperature specification has done a<br />
reasonable job at eliminating rutting when one considers<br />
that the aggregate structure (angularity and packing)<br />
are the primary form of controlling rutting. The PG low<br />
temperature specification has done a reasonable job<br />
of eliminating the single event low temperature crack.<br />
This type of cracking used to be evident on almost every<br />
pavement in Ontario and consisted of full width transverse<br />
cracking that started out at 20 m intervals after 10 to 12<br />
years but progressed to 5 m intervals as the pavement<br />
aged. This type of distress has all but disappeared.<br />
However, the PG specification is not perfect and<br />
pavement cracking at intermediate temperature was<br />
still an issue. This type of cracking is sometimes referred<br />
to as fatigue cracking and tends to be longitudinal (in-line<br />
with the stresses imposed by traffic). This type of cracking<br />
is most likely to occur in the spring of the year when the<br />
pavement support is at its weakest.<br />
Cracking at intermediate temperatures has been a source<br />
of concern for both the Ontario Ministry of Transportation<br />
(MTO) and industry. The MTO OHMPA Binder Working<br />
Group was formed in 2005 to look at this type of distress<br />
since the existing PGAC specification as given in ASSHTO<br />
M320 didn’t seem to be working. MTO had developed<br />
two new binder tests that they hoped would address the<br />
issue; the Extended BBR test (ExBBR) and the Double<br />
Edged Notched Tension (DENT) test. At the same time,<br />
the Federal Highway Authority (FHWA) in the U.S. was<br />
working on the successor to M320: the Multiple Stress<br />
Creep Recovery (MSCR) test (AASHTO M332/T350).<br />
In Ontario, limited field trials were done in several<br />
locations to explore the field performance of modified<br />
asphalts. Laboratory round robin testing was carried<br />
out and the procedures for the ExBBR and DENT tests<br />
were changed to improve repeatability. In the U.S.,<br />
FHWA and universities worked together through the<br />
FHWA Expert Task Groups to make changes to the<br />
MSCR test to improve the correlation of the test with field<br />
performance. This work continues today at both agencies.<br />
Both the MTO and FHWA procedures require that<br />
the asphalt cement be modified with elastomers if the<br />
specification is invoked. Typically, the provisions of either<br />
of these specifications are not required for pavements<br />
with low traffic loading (i.e. parking lots or residential<br />
streets). Modification with elastomers is needed to<br />
reach the grades required for pavements where higher<br />
performance is required.<br />
So we have two different test procedures, but which<br />
one results in better performance. The question is,<br />
which group of test procedures would make the best<br />
specification. This is where the wheels came off and the<br />
MTO OHMPA Binder Working Group reached an impasse.<br />
By 2010, it became apparent that the usefulness of one<br />
set of procedures or the other could not be resolved<br />
by technical discussion at the Working Group. ››<br />
FALL <strong>2014</strong> 57
The effect of polymer modification<br />
of asphalt cement was studied in a<br />
report published by the Asphalt<br />
Institute – Quantification of the<br />
Effects of Polymer-Modified Asphalt<br />
for Reducing Pavement Distress – ER<br />
215 (also available in abbreviated<br />
form as IS 215). The study quantified<br />
the performance benefits of polymer<br />
modified asphalt (PMA) pavements<br />
and overlays using field data from<br />
controlled experiments across the U.S.<br />
and Canada. The distresses included<br />
in the study’s performance predictions<br />
and comparisons were rutting, fatigue<br />
cracking and transverse cracking. This<br />
study was carried out using mechanistic<br />
empirical distress prediction models<br />
that now form AASHTOWare<br />
Pavements-ME pavement design<br />
software.<br />
Mechanistic-empirical (M-E) distress<br />
prediction models were used to<br />
compare the performance of test<br />
sections to quantify the improvement<br />
in pavement life or reduction in surface<br />
distress by using PMA, as compared to<br />
conventional unmodified HMA mixtures.<br />
The report summary concluded that ”…<br />
the use of PMA mixtures result in less<br />
cracking and rutting – extending the<br />
service life of flexible pavements and<br />
overlays ...” PMA wearing and binder<br />
(intermediate) mixtures exhibited about<br />
half the cracking and about 40 percent<br />
of the rutting measured on comparison<br />
projects. It was found that “…PMA<br />
mixtures provide on the average about<br />
a 25 percent or a 2- to 10-year increase<br />
in service life …” Additionally, it was<br />
concluded that PMA could reduce<br />
maintenance costs and the number<br />
of maintenance operations.<br />
Why do we need a new test anyway?<br />
Let’s make this clear – this is not about different types of asphalt<br />
cement or different methods of carrying out modifications. The<br />
difference is in how you test the asphalt binder to determine if<br />
it has been modified correctly to ensure the level of performance<br />
that you require for the pavement you are designing.<br />
AASHTO M320 was intended to be blind to modification method.<br />
It was designed to be that way and the test procedure determines<br />
fundamental properties that relate directly to performance. Both<br />
of the new methodologies are not blind to modification method.<br />
The only way the specifications can be met is if an elastomeric<br />
polymer is used. This is a departure from the concept of the<br />
AASHTO M320 test procedure, but it is a good one. Highway<br />
agencies have recognized the benefits of using modified asphalts<br />
to reduce the amount and severity of pavement distresses and<br />
to increase service life.<br />
However, there hasn’t been an Ontario test methodology to<br />
ensure that the asphalt binder had been effectively modified with<br />
an elastomer – until now. Now there are two with no technical<br />
agreement on which to select. How do you solve this type of<br />
impasse? The only way, as suggested by industry, is to do a trial of<br />
the different test methodologies and see which is better at reducing<br />
distress. And that’s what MTO did – with over 1 million tonnes of<br />
hot mix over a three year period. The study is unprecedented in<br />
size – about one half of what MTO would pave in a single year.<br />
Now we have to monitor the pavements to find out what distress<br />
we get and we won’t have the start of good information until early<br />
next year and it will be another 3 or 4 years to complete the study.<br />
But why do we have this technical disagreement? If it’s just<br />
the test method, what’s the big deal?<br />
The big deal is how long it takes to do the testing and accuracy<br />
of the tests themselves. The ExBBR procedure takes about 120 g<br />
of conditioned binder, which is about ten times that required for the<br />
standard test, and you have to do 24 individual BBR tests with each<br />
sample tested three times at different ages. For the DENT test<br />
you need 150 g of conditioned binder to carry out six more tests<br />
(three tests in duplicate). All this to qualify one sample. That’s<br />
a lot of work and it takes about 7 days to complete.<br />
If we contrast that with the MSCR test procedure, there is an<br />
amazing difference. The test requires no additional material and<br />
only takes about 20 to 30 extra minutes at the end of the standard<br />
testing to complete. It uses existing equipment and, once the<br />
testing machine has the proper script installed, you only need<br />
to push a button.<br />
So one procedure is much simpler and faster, but is it as<br />
accurate (see tables)?<br />
I have attached a number of tables that present the results of the<br />
MTO semi-annual round robin binder testing. I’ve gone back to<br />
2012, the year after the DENT test became an acceptance test for<br />
MTO. Two samples are sent out for each round of testing and the<br />
first thing you’ll notice is that some rounds only show a single result<br />
for each sample and some show two (a and b). When a round<br />
robin program administrator looks at the results, there may be ››<br />
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occasions when the results for one or two labs cause the<br />
standard deviation to be very high. There are statistical<br />
tests that are applied and, if justified, one or two of the<br />
results could be removed as outliers and the results are<br />
re-analyzed. That has happened with some of the testing.<br />
The next thing to look at is the co-efficient of variation<br />
(COV). This is just the standard deviation divided by the<br />
mean and it gives an indication of the variability of the test<br />
procedure. A lower COV indicates that there is not much<br />
distribution of the results around the mean and is one way<br />
of looking at the acceptability of a test procedure. But<br />
if you’re writing a specification, you have to look at the<br />
d2s value. This is part of the precision statement that is<br />
included in almost all ASTM specifications. You look at<br />
that because you need to know how far apart the results<br />
could be from one another if identical samples are sent to<br />
two different approved laboratories. This is expressed in<br />
terms of the test units and is calculated by multiplying the<br />
COV by 2.8 and then by the mean value measured. The<br />
effect of doing this calculation is shown on the attached<br />
tables. Only the highlighted results have been included<br />
in the average d2s.<br />
What does this mean in terms of the results of something<br />
like the DENT test? The average value for the d2s since<br />
2012 is 5.5 mm. That means if you sent a sample to a lab<br />
and received a result of 8 mm when the specified value<br />
was 10 mm, would you know that the result had failed?<br />
Not necessarily. If you sent the sample to another lab<br />
you could get 3 mm (likely the sample failed) or 13 mm<br />
(likely the sample did not fail) and that would be within<br />
the normal variability of the test. The typical way of<br />
dealing with this in a purchase specification is to allow<br />
for a tolerance. For instance, if the tolerance of 4 mm<br />
were selected, results down to 6 mm would be accepted<br />
but the supplier would be advised that the results were<br />
low and could be asked to respond. Between 4 mm and<br />
6 mm would be a borderline zone where action might be<br />
taken by the agency; below 4 mm the material would be<br />
rejected. In the latter case there is no statistical evidence<br />
that would indicate that the sample might pass the<br />
specified value of 10 mm if sent to another lab.<br />
Fair purchase specifications are difficult to write without an<br />
understanding of the variability of the test and the degree<br />
of reliance that should be placed on a single test result.<br />
The precision section of a specification is the curriculum<br />
vitae of the test method. It provides validation for the<br />
test method and ensures that it can do what it purports –<br />
distinguish between materials that we expect to perform<br />
well and those that we expect won’t perform well.<br />
RESULTS OF MTO ROUND ROBIN TESTING · DENT d2s average value is 5.5 mm<br />
Standard Coefficient of d2S d2S<br />
Date Grade Labs Mean CTOD (mm) Deviation Variation (%) (mm)<br />
May <strong>2014</strong>-1a 16 21.44 4.071 19.0% 53.2% 11.4<br />
May <strong>2014</strong>-1b<br />
14 20.17 2.155 10.7% 30.0% 6.0<br />
64-34<br />
May <strong>2014</strong>-2a 16 22.21 4.101 18.5% 51.8% 11.5<br />
May <strong>2014</strong>-2b 14 21.47 2.946 13.7% 38.4% 8.2<br />
Nov 2013-1<br />
15 4.58 1.303 28.4% 79.5% 3.6<br />
70-28<br />
Nov 2013-2 15 5.29 1.262 23.9% 66.9% 3.5<br />
Jun 2013-1<br />
15 6.61 1.454 22.0% 61.6% 4.1<br />
58-34<br />
Jun 2013-2 15 7.16 1.<strong>27</strong>5 17.8% 49.8% 3.6<br />
Dec 2012-1 14 14.44 2.991 20.7% 58.0% 8.4<br />
Dec 2012-2a 46-34 14 13.52 5.988 44.3% 124.0% 16.8<br />
Dec 2012-2b 14 15.60 2.370 15.2% 42.6% 6.6<br />
Aug 2012-1<br />
13 26.66 5.360 20.1% 56.3% 15.0<br />
64-34<br />
Aug 2012-2 13 <strong>27</strong>.42 8.335 30.4% 85.1% 23.3<br />
RESULTS OF MTO ROUND ROBIN TESTING · ExBBR LTLG d2s average value is 3.9°C<br />
LTLG Standard Coefficient of d2S d2S<br />
Date Grade Labs (°C) Deviation Variation (%) (°C)<br />
May <strong>2014</strong>-1<br />
17 -32.95 0.698 -2.1% -5.9% 1.94<br />
64-34<br />
May <strong>2014</strong>-2 17 -33.17 0.885 -2.6% -7.3% 2.41<br />
Nov 2013-1<br />
14 -18.73 7.074 -37.8% -105.8% 19.82<br />
70-28<br />
Nov 2013-2 14 -21.28 2.938 -13.8% -38.6% 8.22<br />
Jun 2013-1<br />
14 -25.21 1.929 -7.7% -21.6% 5.44<br />
58-34<br />
Jun 2013-2 14 -25.86 1.588 -6.1% -17.1% 4.42<br />
Dec 2012-1 12 -34.54 1.392 -4.0% -11.2% 3.87<br />
Dec 2012-2a 46-34 12 -34.61 1.676 -4.8% -13.4% 4.65<br />
Dec 2012-2b 10 -34.98 1.156 -3.3% -9.2% 3.23<br />
Aug 2012-1<br />
13 -33.18 1.047 -3.2% -9.0% 2.97<br />
64-34<br />
Aug 2012-2 13 -33.58 0.785 -2.3% -6.4% 2.16<br />
60 OHMPA | ASPHALTOPICS
RESULTS OF MTO ROUND ROBIN TESTING · ExBBR Loss d2s average value is 3.3°C<br />
Date Grade Labs Loss (°C) Standard Deviation Coefficient of Variation d2S (%) d2S (°C)<br />
May <strong>2014</strong>-1<br />
17 -2.83 0.746 -26.4% -73.9% 2.1<br />
64-34<br />
May <strong>2014</strong>-2 17 -2.53 0.812 -32.1% -89.9% 2.3<br />
Nov 2013-1a 14 -7.85 1.996 -25.4% -71.1% 5.6<br />
Nov 2013-1b 70-28 11 -7.49 0.631 -8.4% -23.5% 1.8<br />
Nov 2013-2 14 -6.78 1.684 -24.8% -69.4% 4.7<br />
Jun 2013-1a 14 -7.25 4.944 -68.2% -191.0% 13.8<br />
Jun 2013-1b<br />
13 -8.48 1.835 -21.6% -60.5% 5.1<br />
58-34<br />
Jun 2013-2a 14 -7.17 4.847 -67.6% -189.3% 13.6<br />
Jun 2013-2b 13 -7.82 1.331 -17.0% -47.6% 3.7<br />
Dec 2012-1a 12 -2.54 2.743 -107.8% -301.8% 7.7<br />
Dec 2012-1b<br />
10 -2.81 0.715 -25.5% -71.4% 2.0<br />
46-34<br />
Dec 2012-2a 12 -2.75 2.703 -98.3% -<strong>27</strong>5.2% 7.6<br />
Dec 2012-2b 10 -2.89 0.951 -32.9% -92.1% 2.7<br />
Aug 2012-1a 13 -1.37 3.343 -244.6% -684.9% 9.4<br />
Aug 2012-1b<br />
10 -3.00 0.956 -31.9% -89.3% 2.7<br />
64-34<br />
Aug 2012-2a 13 -1.54 3.303 -215.1% -602.3% 9.3<br />
Aug 2012-2b 10 -2.25 2.173 -96.7% -<strong>27</strong>0.8% 6.1<br />
RESULTS OF MTO ROUND ROBIN TESTING · MSCR Jnr d2s average value is 0.20 kPa -1<br />
Date Grade Labs Mean MSCR Jnr (kPa -1 ) Standard Deviation Coefficient of Variation d2S (%) d2S (kPa -1 )<br />
May <strong>2014</strong>-1<br />
22 0.564 0.066 11.8% 33.0% 0.186<br />
64-34<br />
May <strong>2014</strong>-2 22 0.579 0.063 10.9% 30.5% 0.177<br />
Nov 2013-1a 20 0.068 0.0<strong>27</strong> 39.3% 110.0% 0.075<br />
Nov 2013-1b<br />
18 0.061 0.012 20.0% 56.0% 0.034<br />
70-28<br />
Nov 2013-2a 20 0.069 0.026 38.2% 107.0% 0.074<br />
Nov 2013-2b 18 0.062 0.012 18.7% 52.4% 0.032<br />
Jun 2013-1a 19 0.540 0.142 26.4% 73.9% 0.399<br />
Jun 2013-1b<br />
18 0.566 0.088 15.6% 43.7% 0.247<br />
58-34<br />
Jun 2013-2a 19 0.539 0.145 26.9% 75.3% 0.406<br />
Jun 2013-2b 18 0.565 0.093 16.4% 45.9% 0.259<br />
Dec 2012-1a 19 3.730 1.233 33.0% 92.4% 3.447<br />
Dec 2012-1b<br />
16 4.050 0.319 7.9% 22.1% 0.896<br />
46-34<br />
Dec 2012-2a 19 3.740 1.153 30.9% 86.5% 3.236<br />
Dec 2012-2b 16 4.100 0.310 7.6% 21.3% 0.872<br />
Aug 2012-1a 19 0.890 0.543 60.9% 170.5% 1.518<br />
Aug 2012-1b<br />
16 0.760 0.100 13.1% 36.7% 0.<strong>27</strong>9<br />
64-34<br />
Aug 2012-2a 19 0.890 0.553 62.0% 173.6% 1.545<br />
Aug 2012-2b 16 0.750 0.105 13.9% 38.9% 0.292<br />
RESULTS OF MTO ROUND ROBIN TESTING · MSCR % Recovery d2s average value is 8%<br />
Date Grade Labs Mean MSCR Recovery (%) Standard Deviation Coefficient of Variation d2S (%) d2S (% Rec)<br />
May <strong>2014</strong>-1<br />
22 58.<strong>27</strong> 3.986 6.8% 19.0% 11.1<br />
64-34<br />
May <strong>2014</strong>-2 22 58.40 3.068 5.3% 14.8% 8.7<br />
Nov 2013-1 20 86.90 2.280 2.6% 7.3% 6.3<br />
Nov 2013-2a 70-28 20 86.79 2.551 2.9% 8.1% 7.0<br />
Nov 2013-2b 20 87.15 2.003 2.3% 6.4% 5.6<br />
Jun 2013-1a 19 54.59 13.031 23.9% 66.9% 36.5<br />
Jun 2013-1b<br />
16 57.17 2.781 4.9% 13.7% 7.8<br />
58-34<br />
Jun 2013-2a 19 54.90 12.372 22.5% 63.0% 34.6<br />
Jun 2013-2b 16 57.21 3.474 6.1% 17.1% 9.8<br />
Dec 2012-1a 19 5.28 17.140 324.5% 908.6% 48.0<br />
Dec 2012-1b<br />
18 1.84 2.087 113.2% 317.0% 5.8<br />
46-34<br />
Dec 2012-2a 19 5.36 17.329 323.3% 905.2% 48.5<br />
Dec 2012-2b 18 1.88 2.317 123.5% 345.8% 6.5<br />
Aug 2012-1 19 39.66 12.355 31.2% 87.4% 34.6<br />
Aug 2012-2a 64-34 19 39.43 11.607 29.4% 82.3% 32.5<br />
Aug 2012-2b 18 37.69 9.012 23.9% 66.9% 25.2<br />
FALL <strong>2014</strong> 61
ENVIRONMENT<br />
COMMITTEE<br />
A commitment to quality and a<br />
strong local presence.<br />
Dufferin Aggregates, a division of Holcim<br />
(Canada) Inc., is a leading supplier of aggregates<br />
for the construction industry in the Greater<br />
Toronto Area and adjacent municipalities.<br />
We are a solid partner for customers and<br />
stakeholders based on the integrity and<br />
competence of our people, our decades of<br />
experience with delivering results, and the<br />
backing of a global industry leader. We demand<br />
excellence and continuously search for new and<br />
better ways to provide the best solutions for<br />
customers and all stakeholders.<br />
We care about and are personally committed<br />
to doing the right thing for our employees<br />
and their families, for our customers, for the<br />
communities where we live and work and for<br />
the natural environment.<br />
www.dufferinrockstar.com<br />
Strength. Performance. Passion.<br />
62 OHMPA | ASPHALTOPICS<br />
GLOBALLY HARMONIZED SYSTEM OF CLASSIFICATION<br />
AND LABELLING OF CHEMICALS (GHS)<br />
Health Canada has announced that Canada will<br />
be implementing the Globally Harmonized System<br />
of Classification and Labelling of Chemicals (GHS).<br />
GHS is a standardized system for defining, classifying,<br />
and communicating health and safety information on<br />
Safety Data Sheets (SDS) and labels for chemicals.<br />
GHS provides:<br />
1. Standardized criteria for classifying chemicals according<br />
to their physical, health, and environmental hazards<br />
2. Standardized 16 section Safety Data Sheet (Material<br />
Safety Data Sheets or MSDS are called SDS under GHS)<br />
3. Standardized wording and symbols to communicate<br />
hazards on labels used to identify chemicals<br />
Many of the current responsibilities under WHMIS will remain<br />
in place when GHS comes into effect. Suppliers, importers,<br />
and producers will need to classify hazardous products,<br />
prepare SDS and labels, and provide this information to<br />
customers. Employers will need to train workers on hazards<br />
and the safe use of products, properly label hazardous<br />
materials, provide workplace SDS and labels, and provide<br />
appropriate controls to protect workers. Employees<br />
will need to participate in WHMIS and related training,<br />
participate in the identification and control of hazards, and<br />
take appropriate steps to protect themselves and coworkers.<br />
Implementation of GHS will result in changes to federally<br />
and provincially regulated WHMIS laws. Health Canada’s<br />
target is to have updated federally regulated WHMIS laws<br />
in place by June 1, 2015 with the expectation that provinces<br />
will then follow suit with amendments to provincial WHMIS<br />
regulations. The Hazardous Products Act (HPA) received<br />
Royal Assent in June <strong>2014</strong>. This was followed by the<br />
publication of proposed Hazardous Products Regulations<br />
(HPR) in the Canada Gazette Part I in August <strong>2014</strong>. The<br />
proposed HPR are currently in a consultation period with<br />
the expectation that the final regulations will be published<br />
in the Canada Gazette Part II in the latter part of <strong>2014</strong><br />
or in early 2015. The expectation is that Canada’s laws<br />
will be substantially harmonized with those of the United<br />
States, Europe, and other regions who have or are currently<br />
implementing GHS which will simplify trade between<br />
economic regions.<br />
Further information and references to resources which can<br />
assist in preparation for GHS implementation can be found<br />
at http://www.ccohs.ca/oshanswers/chemicals/ghs.html
Updates<br />
DRAFT CODE OF PRACTICE FOR THE REDUCTION OF<br />
<strong>VOL</strong>ATILE ORGANIC COMPOUNDS EMISSIONS FROM<br />
THE USE OF CUTBACK AND EMULSIFIED ASPHALT<br />
Environment Canada has recently published the draft<br />
Environmental Code of Practice for the Reduction of<br />
Volatile Organic Compounds Emissions from the Use<br />
of Cutback and Emulsified Asphalt. The success of<br />
the implementation of this Code will be evaluated by<br />
Environment Canada after five years by reviewing the<br />
reduction of the use of Volatile Organic Compound<br />
(VOC) containing cutback and emulsion products.<br />
The Code will come into effect when published in the<br />
Canada Gazette Part 2 (expected later this year). A follow<br />
up notice will be sent to OHMPA members at that time.<br />
Most of this Code will impact producers of cutbacks and<br />
emulsions; however, there are three portions that could<br />
impact OHMPA producer members. Examples of products<br />
that would fall under this Code are: RC-30 for shoulder and<br />
granular sealing, SS-1 for tack coat, and cold mix binders.<br />
1. Under the Code (Section 6), the use of certain cutback<br />
and emulsified asphalts is limited during the “Ozone<br />
Season” (May 1 to September 30). Purchasers of<br />
cutbacks and emulsions should consult with their<br />
suppliers for clarification of which products apply.<br />
2. Under the Code (Section 7), anyone who manufactures,<br />
IMPORTS, SELLS or offers for sale certain cutbacks or<br />
emulsions should keep records of the quantity and<br />
formulation of all products imported. If you buy these<br />
products from someone outside of Canada then this<br />
will apply to you. If you re-sell these products (e.g. tack<br />
coat to third party asphalt customers) then this will apply<br />
to you.<br />
3. Under the Code (Section 8), anyone who manufactures,<br />
IMPORTS, SELLS or offers for sale cutbacks or emulsions<br />
should send annual reports to the Minister showing<br />
classification, quantity manufactured, quantity imported,<br />
quantity sold, per cent by volume of VOCs and province<br />
of use, among other things.<br />
If you require further information, you can review the Code<br />
on the OHMPA website and/or consult with your cutback<br />
or emulsion suppliers.<br />
FALL <strong>2014</strong> 63
Why OHMPA?<br />
We asked some of our members to talk about<br />
what being a member of OHMPA means to<br />
them. Here’s what they had to say:<br />
Fernando Magisano, Vice President, Technical<br />
Services, K.J. Beamish Construction Co. Ltd.<br />
K J Beamish Construction has always been a proud<br />
supporter of OHMPA and the work they do. We have<br />
come to count on the quick reaction and expertise they<br />
can bring to an industry issue or concern. Over the years,<br />
as issues arise we inevitably hear the same question from<br />
our management team, “What is OHMPA doing about<br />
this?” In almost every case we’ve found that OHMPA<br />
is already on the case and an action plan is being developed<br />
or already implemented on industry’s behalf.<br />
Paul Holroyd, President, MultiSolv Inc.<br />
As a member of the Membership Committee<br />
I was asked why my company joined OHMPA.<br />
First of all, if you are going to serve an industry,<br />
you must understand the industry. The library and<br />
seminars that OHMPA holds throughout the year are<br />
top notch by international standards, and the members<br />
are so co-operative and supportive that you keep upto-date<br />
on real time developments in construction.<br />
We are a supplier of what would be called “fringe<br />
products”, not part of the actual asphalt, but extremely<br />
important when missing from the process. Yet we<br />
receive the same respect and consideration as the<br />
largest producers.<br />
The opportunities to advertise and promote the<br />
company’s products to a targeted audience through<br />
Asphaltopics, as well as the spring and fall seminars,<br />
means no wasted dollars in your marketing budget.<br />
OHMPA’s social events give us the opportunity to talk<br />
informally about the concerns and challenges of the<br />
business with people who know and care about producing<br />
the best possible roads for the traveling public.<br />
OHMPA as an organization is amazing. These companies<br />
will wrestle each other to the ground when submitting<br />
a quote, but will share any new process or development<br />
they have come up with to raise the standard of the<br />
asphalt paving product for the customer and the industry.<br />
Membership in OHMPA has helped MultiSolv promote<br />
our products and develop strong relationships with our<br />
customers. We have experienced double digit growth<br />
each year since joining OHMPA in 2002.<br />
Kourtney Adamson, Operations and Business<br />
Development Manager, Foss Transport,<br />
a Division of Seaboard Transport Group<br />
of Companies<br />
Foss Transport’s invaluable membership with OHMPA has<br />
been a significant conduit for educating, networking and<br />
sharing insights within the association’s industry through<br />
their many seminars and events. Thank you to all of those<br />
committed and involved in the growth of this association.<br />
Don Wilson, Sales and Marketing<br />
Representative, Dufferin Aggregates<br />
The asphalt producers in Ontario, specifically in the<br />
Greater Toronto Area, have always been one of Dufferin<br />
Aggregates most important client segments. During my<br />
33 year tenure with Dufferin Aggregates, I have been<br />
responsible for all asphalt-related issues. OHMPA<br />
has given me the opportunity to meet and develop<br />
relationships with the pioneers of the asphalt industry.<br />
At a very young age I was in OHMPA meetings with<br />
presidents and executives of all key asphalt producers<br />
in Ontario. I can thank OHMPA for the friendships<br />
developed in the industry and all the key contacts<br />
acquired through the networking with this association.<br />
Congratulations to OHMPA on their 40th anniversary!<br />
64 OHMPA | ASPHALTOPICS
ENVIRONMENTAL<br />
ESSENTIALS<br />
by Adam Draper<br />
The road to air permits:<br />
How did we get here?<br />
In light of the 40th anniversary of OHMPA and as<br />
an environmental consultant on the Asphaltopics<br />
subcommittee, I was asked to write a brief history of<br />
air permitting in Ontario over the past 40 years. Well<br />
what a coincidence! I discovered that just as OHMPA<br />
was born in 1974, so too was the entity known as the<br />
Ontario Ministry of the Environment!<br />
Now this is not to say that there was no environmental<br />
legislation prior to 1974. In fact, well before this date<br />
a Select Committee was appointed to investigate air<br />
pollution in Ontario. As a result of their 1957 report<br />
entitled Report on Air Pollution and Smoke Control,<br />
the Air Pollution Control Act was passed in 1958.<br />
Unlike today where environmental legislation is the<br />
enacted by the province, in 1958 municipalities controlled<br />
air pollution according to by-laws. The role of the<br />
provincial government was solely as an advisory body.<br />
However, between 1958 and 1963 only a portion of the<br />
municipalities actually passed air pollution control by-laws.<br />
Many municipalities did not want to hurt their industrial<br />
growth, particularly compared to other municipalities<br />
that did not implement similar by-laws.<br />
To address this issue, the Air Pollution Control Act<br />
was amended in 1963 with the province assuming<br />
full management of industrial sources of air pollution.<br />
Although this marks the advent of a formalized permit<br />
system, the fledgling act did not include any fixed numbers<br />
or standards. Needless to say, the new province-wide<br />
system was ineffective at reducing air emissions – in<br />
general, industry’s “innovative solution” was to build<br />
taller stacks to disperse emissions further away!<br />
Industry’s approach did not go unnoticed. As environmental<br />
activism gained momentum in the late 1960s,<br />
environmental groups and the public demanded reform.<br />
Ontario’s response was the Environmental Protection Act<br />
which was enacted in 1971, along with the creation of one<br />
full-time ministry in charge: the Ontario Ministry of the<br />
Environment (MOE).<br />
The first job at hand for the newly formed MOE was to<br />
figure out where to go by understanding the starting<br />
point. So, throughout the 1970s the MOE worked to<br />
create a database and record the current state of the<br />
environment. Armed with this knowledge, new regulations<br />
were passed. For example, the Ontario Regulation 308<br />
(Air Pollution) passed in 1980 included specific maximum<br />
concentrations for air contaminants.<br />
Since this time, the MOE has gathered with industry<br />
and stakeholders approximately every ten years to review<br />
environmental legislation. These meetings have resulted<br />
in two significant revisions to air pollution regulations:<br />
Ontario Regulation 346 (1990) and most recently Ontario<br />
Regulation 419 (2005). These revisions have changed a<br />
fairly simple assessment process and one-page permit<br />
into the significantly more complex application process<br />
and multi-page permit that OHMPA’s members are familiar<br />
with today.<br />
What does the future hold? Most likely ever tightening<br />
regulation which industry must be prepared to meet.<br />
Luckily for you, OHMPA’s Environment Committee has<br />
and continues to work hard on your behalf to help you<br />
navigate smoothly through environmental legislation while<br />
paving the way towards environmental excellence.<br />
Adam Draper is an environmental scientist and aggregate<br />
specialist at BCX Environmental Consulting, a Canadian<br />
environmental engineering company specializing in<br />
providing expert air quality services.<br />
With special credit to Paul Complin, Principal, Compliance<br />
and Permitting, ORTECH<br />
FALL <strong>2014</strong> 65
THE LAST WORD<br />
by Gerry Chaput<br />
Successfully stickhandling 40 years<br />
of asphalt pavements in Ontario<br />
In 1974, I was a kid growing up in Ontario who, like many<br />
others, played on the pavement. The only reason we<br />
appreciated a smooth pavement was because it kept<br />
the ball from bouncing over the goalie’s stick. Today,<br />
I value a smooth pavement for many different reasons!<br />
Over the past 40 years, the asphalt paving industry has<br />
evolved and technologies continue to advance. Road<br />
authorities have played a key role in either catching up<br />
to the changes implemented by industry or influencing<br />
change by mandating new specifications or contract<br />
models. It has been a partnership that has created<br />
a strong industry of paving contractors and suppliers,<br />
and provides safe driving surfaces for the transportation<br />
of goods, services and people.<br />
As a road authority, the ministry has the responsibility<br />
to maintain the public’s trust. It is a responsibility that<br />
is not taken lightly. We have invested on average almost<br />
$2.5 billion for the last five years in the provincial road<br />
network to ensure people and goods are moved safely,<br />
efficiently and sustainably, and to support a globally<br />
competitive economy and high quality of life. We are<br />
required to encourage development by optimizing<br />
highway capacity, operations and safety, balancing this<br />
work with lower environmental impacts through the use<br />
of sustainable technologies and practices. As a North<br />
American leader of in-situ pavement recycling, and<br />
when we build smooth durable pavements, we reduce<br />
greenhouse gas emissions by hundreds of thousands<br />
of tonnes and provide roads that are among the<br />
greenest in North America.<br />
The technical advancements have been significant –<br />
Superpave, performance graded asphalt cement,<br />
material transfer vehicles, and warm mix have allowed<br />
hot mix producers to provide the province with quality<br />
pavements. This would not have been possible without<br />
the investments of OHMPA members and their willingness<br />
to assume risks that will drive the market and pavement<br />
performance to the next level.<br />
OHMPA has also recognized the value of investing in<br />
the future. The silent auction for asphalt research and<br />
advocacy, plus the scholarships provided to students,<br />
ensure knowledgeable staff for both industry and<br />
the province.<br />
Yet one of the largest assets we have is not the<br />
pavements, but the relationship we maintain with OHMPA.<br />
While our interests may vary, it is clearly recognized that<br />
durable quality asphalt pavements benefit us all. Our<br />
collaborations have encouraged growth in the industry,<br />
a strong market, quality pavements and MTO-OHMPA<br />
task forces and committees that create specifications<br />
to improve our driving surfaces. Together, we have a<br />
knowledgeable workforce that is prepared for the future.<br />
Looking back over 40 years, much has changed – the<br />
processes, the specifications, the materials and the fact<br />
that many kids don’t play hockey on the pavement<br />
anymore. However, some things have also remained<br />
incredibly constant over the past 40 years – a professional<br />
industry, the strong industry/MTO relationship and, of<br />
course, the fact that the Leafs haven’t won the Stanley Cup!<br />
Gerry Chaput is Assistant Deputy Minister, Provincial<br />
Highways Management, Ontario Ministry of Transportation<br />
66 OHMPA | ASPHALTOPICS
GOING<br />
THE<br />
EXTRA<br />
MILE<br />
From manufacturing to healthcare to education, roads are essential for providing<br />
access to the goods and services we need to ensure our quality of life.<br />
That’s why, at McAsphalt, we specialize in providing asphalt products that go<br />
the extra mile. For more than 40 years, we’ve been the industry’s leading asphalt<br />
experts. Our customers trust us to be a partner and advisor. To deliver on our<br />
promises, “on time and on spec.” To engineer innovative asphalt products for<br />
everyday use and extreme conditions.<br />
From technical support to training to R&D, we’re committed to delivering the<br />
asphalt products that keep Canada moving.<br />
Visit us at mcasphalt.com to find out what we can do for you.